Solenoid valve and automobile pedal feeling simulation control system

Abstract

The utility model discloses an electromagnetic valve and an automobile pedal feeling simulation control system. The electromagnetic valve is provided with one oil passing channel, the structure is simple, the assembly process is simplified, only one sealing pair is arranged, the sealing performance is better, and the cost is lower. The electromagnetic valve is powered on and opened when the vehicle is awakened, the opening state is continuously maintained, and the problem that in the prior art, when a pedal is quickly stepped on, braking of the pedal is hard is solved; after the vehicle is awakened, the valve is powered on and opened, then the electromagnetic valve is always in an open state in the whole awakening period, and the problem that noise is generated due to frequent opening and closing of the valve when a driver steps on a brake is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile braking, in particular to a solenoid valve and an automobile pedal feeling simulation control system. Background Art

[0002] In current automotive braking systems, the pedal feel experienced by the driver when stepping on the brake pedal is derived from a pedal feel simulator, which uses the damping of the pedal feel simulator to provide pedal feedback. In this system, a solenoid valve connects the brake master cylinder and the pedal simulator.

[0003] The solenoid valve in the prior art has high cost, many parts, complex structure, high process assembly requirements, many sealing pairs, and is prone to seal leakage, resulting in valve failure; Figure 6 As shown, the solenoid valve disclosed in patent DE102015218263A1 comprises a coil assembly and a valve core. The coil assembly includes a coil winding arranged in a housing. The valve core comprises a stationary iron core, a valve housing connected to the stationary iron core, a movable iron core located within the valve housing, and connections to the upper and lower valve housings, which can be referred to as a valve housing. The lower valve housing comprises a valve body with a main valve seat, which, together with a main closure element, defines a fluid flow path between at least one first flow opening and at least one second flow opening. To this end, a compression spring acts on the main closure element. The lower valve housing is designed as a sleeve, with a valve seat insert pressed into the lower valve housing together with the main valve seat. The solenoid valve shown utilizes a two-stage design, each comprising an auxiliary valve formed by an auxiliary valve housing, an auxiliary closure element connected to the movable iron core, and an auxiliary valve seat. The auxiliary valve seat is arranged in the auxiliary valve housing, over the passage opening of the main closure element, which is axially movable. It has a small closure diameter and flow rate, enabling the opening of the auxiliary valve to withstand the high pressure caused by back pressure accumulated at the end of the brake master cylinder. The main valve has a main valve seat with a large valve seat cross section and, together with the main closing element, allows a large and largely unrestricted flow rate.

[0004] In addition, after the driver quickly steps on the pedal, the oil in the brake master cylinder quickly enters the valve side port. The electromagnetic force generated by the coil output current cannot overcome the liquid pressure, and the main valve seat cannot be opened immediately. The electromagnetic force first opens the auxiliary valve seat. The oil passage of the auxiliary valve seat is small, and the oil in the master cylinder cannot be discharged in time through the channel port of the auxiliary valve, forming a large pressure difference force that hinders the pedal force applied by the driver, resulting in a hard brake pedal feel.

[0005] After the driver steps on the pedal, the pedal travel sensor recognizes the driver's braking demand, and the solenoid valve is energized and opened. After the driver releases the pedal, the solenoid valve is de-energized and closed. Noise will be generated each time the brake valve opens and closes. Utility Model Content

[0006] In view of the shortcomings of the existing technology, the utility model provides a solenoid valve and an automobile pedal feel simulation control system, which has a simple valve structure and relatively low cost, and can effectively solve the problems of hard braking when the pedal is pressed quickly and the frequent opening and closing noise in the existing technology.

[0007] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0008] A solenoid valve comprises a valve seat, a valve core assembly and a coil assembly, wherein the valve core assembly comprises a valve sleeve, a static iron core, a moving iron core and a closing element, wherein the valve sleeve is fixed in one end of the valve seat, the static iron core is connected to one end of the valve sleeve, one end of the moving iron core is connected to one end of the closing element and is movably arranged in the valve sleeve, a compression spring is provided between the other end of the moving iron core and the static iron core, and flow openings are respectively provided in the axial and radial directions of the other end of the valve seat, and a valve port structure for controlling the flow rate is formed between the axial flow opening corresponding to the other end of the valve seat and the other end of the closing element.

[0009] The valve seat and the other end of the closing element are sealed by means of a conical surface fitting contact, and the angle of the conical surface ranges from 90° to 120°.

[0010] The static iron core is welded to one end of the valve sleeve to form an end closed structure, and the coil assembly is sleeved on the valve sleeve and located in the valve seat.

[0011] The moving iron core and the closing element are connected by interference fit or riveting.

[0012] The valve sleeve is a non-magnetic sleeve structure.

[0013] The valve seat is provided with a thick-walled tubular body for sealing the end of the valve sleeve.

[0014] The valve sleeve and the valve seat are connected by interference fit or riveting.

[0015] A car pedal feel simulation control system includes a brake pedal, a brake master cylinder and a pedal simulator, wherein the brake pedal is connected to the brake master cylinder, and further includes the solenoid valve, wherein the fluid outlet of the brake master cylinder and the pedal simulator are connected via the solenoid valve.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] 1. The solenoid valve of this utility model has a simple structure, simplified assembly process, and only one sealing pair, which has better sealing performance and more cost advantages;

[0018] 2. The solenoid valve of the utility model is powered on and opened when the vehicle wakes up, and remains in the open state continuously, solving the problem of hard pedal braking when the pedal is pressed quickly in the prior art;

[0019] 3. In the present invention, the valve is powered on and opened after the vehicle is awakened, and then the solenoid valve remains in the open state throughout the entire awakening cycle, thus solving the problem of frequent valve switching and noise generation when the driver steps on the brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The following is a brief description of the contents and symbols in the drawings of this specification:

[0021] Figure 1 This is a schematic diagram of the structure of the solenoid valve of the utility model.

[0022] Figure 2 This is a schematic diagram of the normal operation of the solenoid valve of the utility model system.

[0023] Figure 3 This is a schematic diagram of the operation of the system of the utility model when power is cut off and the system fails.

[0024] Figure 4 This is a schematic diagram of the current flowing through the solenoid valve of the system of the utility model when the vehicle is awakened.

[0025] Figure 5 This is a schematic diagram of the current flowing through the solenoid valve of the utility model system when the brake pedal is pressed quickly while the vehicle is moving.

[0026] Figure 6 It is a schematic diagram of the existing solenoid valve structure.

[0027] In the picture:

[0028] 1. Coil assembly, 2. Static iron core, 3. Compression spring, 4. Valve sleeve, 5. Moving iron core, 6. Closing element, 7. Thick-walled tubular body, 8. Valve seat, 81. Flow opening I, 82. Flow opening II, 9. Filter, 10. Valve port, 11. Brake pedal, 12. Pedal valve travel sensor, 13. Fluid reservoir, 14. Brake master cylinder, 15. Solenoid valve, 16. Pedal simulator, 17. Brake system ECU. DETAILED DESCRIPTION

[0029] The specific implementation of the present invention will be further explained in detail below through the description of embodiments with reference to the accompanying drawings.

[0030] like Figures 1 to 5 As shown, the oil passage in the solenoid valve of the automobile brake system is set as one, which has a simple structure, simplified assembly process, and only one sealing pair at the valve port, which has better sealing performance, more cost advantages, and a stable and reliable structure.

[0031] The solenoid valve includes a valve seat 8, a valve core assembly and a coil assembly 1. The valve core assembly is arranged in the valve seat; the valve core assembly includes a valve sleeve 4, a static iron core 2, a movable iron core 5 and a closing element 6. The valve sleeve is a non-magnetic sleeve structure. The valve sleeve is fixed in one end of the valve seat. The static iron core is connected and fixed to one end of the valve sleeve. One end of the movable iron core is connected to one end of the closing element and is axially movable and arranged in the valve sleeve. A compression spring 3 is provided between the other end of the movable iron core and the static iron core.

[0032] The static iron core 2 is connected to one end of the valve sleeve 4 by laser welding to form an end-sealed structure. When the coil assembly is energized, a magnetic field is generated, which overcomes the force of the compression spring to move the moving iron core and the closed element connected to the moving iron core.

[0033] The other end of the valve seat 8 is provided with flow openings in the axial and radial directions respectively, and a valve port structure for controlling the flow rate is formed between the axial flow opening corresponding to the other end of the valve seat and the other end of the closing element; the two flow openings are respectively a radially arranged flow opening I81 and an axially arranged flow opening II82, and the valve port 10 is provided with a tapered port corresponding to the flow opening II. The other end of the closing element is a ball head structure, and the tapered port and the other end of the closing element are sealed by line contact. The cone surface angle range is 90°~120°, there is one oil passage, and the seal is achieved by close contact connection. The structure is simple and the sealing is reliable.

[0034] The moving iron core 5 and the closing element 6 are connected by interference fit or riveting, and the valve sleeve 4 and the valve seat 8 are connected by interference fit or riveting; it can achieve sealing without relative movement under high hydraulic pressure, and the structure is stable and reliable; a thick-walled tubular body 7 for sealing the end of the valve sleeve is provided on the valve seat, and a reliable seal is achieved through an interference fit between the thick-walled tubular body and the other end of the valve sleeve.

[0035] A blind hole is provided at one end where the moving iron core and the static iron core cooperate to place a compression spring 3, which can maintain the valve in an initial closed state through the compression spring; a filter structure is provided on the valve seat corresponding to the flow opening I, and the filter 9 is an annular structure and is connected to the valve seat by interference fit.

[0036] The utility model provides an automobile pedal feel simulation control system, comprising a brake system ECU 17, a brake pedal 11, a brake master cylinder 14, a pedal simulator 16, a fluid reservoir 13, a pedal valve stroke sensor 12 and the above-mentioned solenoid valve 15; the brake pedal is connected to the brake master cylinder, the brake master cylinder replenishes the brake fluid through the fluid reservoir, and the pedal valve stroke sensor is arranged corresponding to the brake pedal to transmit the driver's braking needs; the fluid outlet of the brake master cylinder and the pedal simulator are connected via a solenoid valve, and the solenoid valve is used to connect or disconnect the brake master cylinder and the pedal valve simulator.

[0037] The utility model automobile pedal feeling simulation control method:

[0038] After the vehicle wakes up, the drive coil assembly outputs full current to open the solenoid valve, then reduces the coil output current to maintain the solenoid valve open. After the vehicle wakes up, the solenoid valve remains open throughout the entire wake-up cycle.

[0039] In the utility model, after the vehicle is awakened (key unlocking, door opening, etc.), the driving coil outputs full-load current to open the solenoid valve, and then the control coil outputs a smaller current to maintain the valve open state; the open state is continuously maintained, which solves the problem of hard pedal braking when the pedal is pressed quickly in the prior art.

[0040] During the vehicle's wake-up cycle, the solenoid valve maintains its open state through a small current output by the coil. The solenoid valve then remains open throughout the entire wake-up cycle, eliminating the noise caused by the valve frequently opening and closing when the driver applies the brakes. Furthermore, the coil's control current is adjusted in real time based on the driver's pedal speed.

[0041] The specific control process of this utility model is:

[0042] After the vehicle is awakened (key unlocking, door opening, etc.), the brake system ECU17 controls the coil assembly 1 to output full-load current I1, so that a magnetic field force is generated between the static iron core 2 and the moving iron core 5. The magnetic field force generated by this current can completely overcome the spring force of the compression spring 3. The magnetic field force is much larger than the spring force of the compression spring 3. The magnetic field force pushes the moving iron core 5 and the closing element 6 connected to the moving iron core 5 to move upward to open the valve port 10. After the valve port 10 is opened, the brake system ECU17 adjusts the coil control current and adjusts the current value to a smaller current I2 to keep the valve open. After the current adjustment is reduced, the working temperature rise of the coil is reduced, which increases the service life of the coil. When the brake system is working normally and the driver does not step on the pedal, the valve remains open with a current of I2 during the entire awakening cycle. Figure 4 shown.

[0043] When the brake system is in normal working condition, the driver steps on the pedal, and the pedal travel sensor 12 transmits the driver's braking demand to the brake system ECU. The ECU controls and adjusts the current of the coil assembly according to the signal from the pedal travel sensor. When the speed at which the driver steps on the pedal is less than a certain speed V, the current I2 can fully overcome the spring force and the hydraulic pressure difference force, and the current value of the coil is not adjusted. When the speed at which the driver steps on the pedal exceeds V, the brake system ECU controls the coil current to directly increase to the full-load current I1 to provide sufficient magnetic field force to ensure that the valve is always in the open state. When the pedal pushing speed decreases to less than V, the ECU controls the coil current to decrease to the current I2 again, and continues to maintain the open state, such as Figure 5 shown.

[0044] If the brake system ECU suddenly loses power, coil assembly 1 loses power, the magnetic field disappears, and compression spring 3 pushes the movable iron core and the closure element connected to it downward, closing the valve under the force of the compression spring. When the driver presses brake pedal 11, pushing master cylinder 14, solenoid valve 15 blocks the oil in the master cylinder from entering pedal simulator 16. The oil in the master cylinder then enters the vehicle's brakes, ensuring that the brake system can still provide braking force to slow the vehicle to a stop even after a power outage.

[0045] The above is only an illustration of a preferred embodiment of the present invention. The above technical features can be arbitrarily combined to form multiple embodiments of the present invention.

[0046] The above is an exemplary description of the present invention in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the scope of protection of the present invention.

Claims

1. A solenoid valve, comprising a valve seat, a valve core assembly and a coil assembly, wherein the valve core assembly comprises a valve sleeve, a static iron core, a movable iron core and a closing element, wherein the valve sleeve is fixed in one end of the valve seat, the static iron core is connected to one end of the valve sleeve, one end of the movable iron core is connected to one end of the closing element and is movably arranged in the valve sleeve, and a compression spring is provided between the other end of the movable iron core and the static iron core, characterized in that: The other end of the valve seat is provided with flow openings in the axial and radial directions respectively, and a valve port structure for controlling the flow rate is formed between the axial flow opening at the other end of the valve seat and the other end of the closing element.

2. The solenoid valve according to claim 1, wherein: The valve seat and the other end of the closing element are sealed by means of a conical surface fitting contact, and the angle of the conical surface ranges from 90° to 120°.

3. The solenoid valve according to claim 1, wherein: The static iron core is welded to one end of the valve sleeve to form an end closed structure, and the coil assembly is sleeved on the valve sleeve and located in the valve seat.

4. The solenoid valve according to claim 1, wherein: The moving iron core and the closing element are connected by interference fit or riveting.

5. The solenoid valve according to claim 1, wherein: The valve sleeve is a non-magnetic sleeve structure.

6. The solenoid valve according to claim 1, wherein: The valve seat is provided with a thick-walled tubular body for sealing the end of the valve sleeve.

7. The solenoid valve according to claim 1, wherein: The valve sleeve and the valve seat are connected by interference fit or riveting.

8. An automobile pedal feel simulation control system, comprising a brake pedal, a brake master cylinder, and a pedal simulator, wherein the brake pedal and the brake master cylinder are connected, and characterized in that: It also includes the solenoid valve according to any one of claims 1 to 7, and the fluid outlet of the brake master cylinder and the pedal simulator are connected through the solenoid valve.

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