Valve element structure of commercial vehicle pneumatic control valve

Abstract

The utility model discloses a valve core structure of a pneumatic control valve of a commercial vehicle, which relates to the technical field of pneumatic control valves and comprises a valve sleeve, a first valve port is arranged in the middle of the valve sleeve, a second valve port is arranged on the outer side of the valve sleeve, a sleeve is fixedly sleeved on the outer wall of the valve sleeve, and a coil framework is fixedly sleeved on the outer wall of the sleeve. The outer wall of the coil framework is sleeved with a coil, the outer wall of the coil framework is fixedly sleeved with a magnetic cover, the coil is located on the inner side of the magnetic cover, the outer wall of the bottom of the coil framework is fixedly provided with a contact terminal, and the bottom of the sleeve is slidably sleeved with a movable iron core. The connecting plate is in interference fit with the push rod through the adjusting hole, a gap is reserved between the top end of the push rod and the top of the adjusting hole, the size of the gap can be adjusted in the assembling process, assembling errors caused by assembling are made up, and product consistency is improved.

Description

Technical Field

[0001] This utility model relates to the field of pneumatic control valve technology, and in particular to a valve core structure for a pneumatic control valve for commercial vehicles. Background Technology

[0002] During gear engagement in an AMT (Automated Manual Transmission) system in a commercial vehicle, the rotational speeds of the two gears to be engaged need to be controlled. When the speeds are the same, the shift cylinder is activated to achieve gear engagement and establish the power transmission path for the new gear. The AMT brake reduces gear speed, operating on a similar principle to a clutch, by controlling the position of the piston within the brake chamber to transmit corresponding frictional torque. A common brake chamber piston is controlled by a pneumatic control valve consisting of a two-position, two-normally closed valve and a two-position, two-normally open valve. The basic working principle of the pneumatic control valve is that when current passes through an electromagnetic coil, the coil generates a magnetic field. This magnetic field acts on a moving iron core, causing it to move and change the gas flow path, thus controlling the gas flow rate or direction. The valve body contains different flow channels; the movement of the valve core changes the opening and closing state of these channels, thereby controlling the gas flow.

[0003] Chinese patent document CN119664933B discloses a pneumatic control valve for a commercial vehicle transmission brake. It describes a valve that "includes a valve sleeve, with a first valve port in the middle and a second valve port on the outer side of the valve sleeve. A sleeve is fixedly fitted onto the outer wall of the valve sleeve, a coil frame is fixedly fitted onto the outer wall of the sleeve, a coil is fitted onto the outer wall of the coil frame, a magnetic cover is fixedly fitted onto the outer wall of the coil frame, the coil is located inside the magnetic cover, a contact terminal is fixedly installed on the bottom outer wall of the coil frame, and a moving iron core is slidably fitted onto the bottom of the sleeve." Compared to traditional pneumatic control valves, this control valve has a shorter overall size and a more compact structure, making it easier for customers to place control valves on valve plates and to arrange pneumatic control valve plate modules within the transmission.

[0004] The existing technology has the following drawbacks: the valve opening of the solenoid valves in existing patents is determined by the assembly of components such as the valve sleeve, bushing, moving iron core, and push rod. These components themselves have certain tolerances, and the cumulative tolerances after assembly are transmitted to the valve opening size, resulting in inaccurate control of the valve opening, significant variance, and impact on the consistency of related performance. Therefore, a new structure is urgently needed to improve these problems. To this end, we propose a valve core structure for a pneumatic control valve in commercial vehicles. Utility Model Content

[0005] The purpose of this utility model is to address the shortcomings of existing technologies by proposing a valve core structure for a pneumatic control valve in commercial vehicles.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A pneumatic control valve core structure for commercial vehicles includes a valve sleeve, a first valve port in the middle of the valve sleeve, a second valve port on the outer side of the valve sleeve, a sleeve fixedly fitted to the outer wall of the valve sleeve, a coil frame fixedly fitted to the outer wall of the sleeve, a coil fitted to the outer wall of the coil frame, a magnetic cover fixedly fitted to the outer wall of the coil frame, the coil located inside the magnetic cover, a contact terminal fixedly installed on the bottom outer wall of the coil frame, a moving iron core slidably fitted to the bottom of the sleeve, a fixed iron core fixedly fitted to the inner wall of the sleeve, the fixed iron core located directly above the moving iron core, a central hole in the middle of the fixed iron core, a push rod slidably fitted to the fixed iron core at the central hole, the bottom end of the push rod contacting the outer wall of the moving iron core, an adjusting component fixedly fitted to the top of the push rod, a sealing rubber component fixedly connected to the upper surface of the adjusting component, the sealing rubber component corresponding to the first valve port, a spring fitted to the outer wall of the sealing rubber component, and the top of the spring contacting the valve sleeve.

[0008] Preferably, the adjustment assembly includes a connecting plate with an adjustment hole, the push rod is fixedly sleeved with the connecting plate through the adjustment hole, and a gap is left between the top of the push rod and the top of the adjustment hole.

[0009] Preferably, the connecting plate is interference-fitted with the push rod through an adjustment hole.

[0010] Preferably, the outer wall of the connecting plate is provided with a connecting hole;

[0011] The sealing rubber assembly includes a rubber sheet, a rubber column is fixedly connected to the lower surface of the rubber sheet, the rubber column is sleeved with a connecting plate through a connecting hole, a rubber ring is fixedly connected to the other end of the rubber column, the rubber sheet is located directly above the connecting plate, and the rubber ring is located directly below the connecting plate.

[0012] Preferably, the spring and the rubber sheet are sleeved together, the diameter of the connecting plate is larger than the diameter of the rubber sheet, and the bottom of the spring is in contact with the outer wall of the connecting plate;

[0013] The bottom of the valve sleeve has a limiting groove, and the top of the spring extends into the limiting groove.

[0014] Preferably, a magnetic pad is fixedly fitted onto the top outer wall of the coil frame, and the magnetic pad is located above the magnetic cover.

[0015] The beneficial effects of this utility model are as follows:

[0016] In this invention, the design of the adjusting component and the push rod allows the connecting plate to be interference-fitted with the push rod through the adjusting hole. A gap is left between the top of the push rod and the top of the adjusting hole. The size of the gap can be adjusted during the assembly process to compensate for assembly errors and improve product consistency. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the valve core structure of a pneumatic control valve for commercial vehicles according to this utility model.

[0018] Figure 2 This is a schematic diagram of the valve sleeve of a commercial vehicle pneumatic control valve core structure according to the present invention.

[0019] Figure 3 This is a front view of the valve core structure of a pneumatic control valve for commercial vehicles according to this utility model.

[0020] Figure 4 This utility model relates to a valve core structure for a pneumatic control valve in a commercial vehicle. Figure 3 Cross-sectional view of AA.

[0021] Figure 5 This is a schematic diagram of the adjusting component and sealing rubber component of a commercial vehicle pneumatic control valve core structure according to the present invention.

[0022] Figure 6 This is a schematic diagram of the adjusting component and push rod of a commercial vehicle pneumatic control valve core structure according to this utility model.

[0023] Figure 7 This is a schematic diagram of the adjustment component of the valve core structure of a commercial vehicle pneumatic control valve according to this utility model.

[0024] Figure 8 This is a schematic diagram of the connecting plate of a commercial vehicle pneumatic control valve core structure according to the present invention.

[0025] Figure 9 This is a schematic diagram of the sealing rubber assembly of a valve core structure for a commercial vehicle pneumatic control valve according to this utility model.

[0026] Figure 10 This is a schematic diagram of the gas flow in the valve core structure of a pneumatic control valve for commercial vehicles according to this utility model.

[0027] The following are the labels in the diagram: 1. Valve sleeve; 101. First valve port; 102. Second valve port; 2. Sleeve; 3. Coil frame; 4. Magnetic cover; 5. Moving iron core; 6. Adjusting assembly; 601. Connecting plate; 602. Connecting hole; 603. Adjusting hole; 7. Sealing rubber assembly; 701. Rubber sheet; 702. Rubber column; 703. Rubber ring; 8. Push rod; 9. Fixed iron core; 10. Spring; 11. Coil; 12. Magnetic gasket; 13. Contact terminal. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0029] Example:

[0030] As attached Figure 1 To be continued Figure 9 As shown:

[0031] A valve core structure for a pneumatic control valve in a commercial vehicle includes a valve sleeve 1. A first valve port 101 is located in the middle of the valve sleeve 1, and a second valve port 102 is located on the outer side of the valve sleeve 1. A sleeve 2 is fixedly fitted onto the outer wall of the valve sleeve 1. A coil frame 3 is fixedly fitted onto the outer wall of the sleeve 2. A coil 11 is fitted onto the outer wall of the coil frame 3. A magnetic cover 4 is fixedly fitted onto the outer wall of the coil frame 3, with the coil 11 located inside the magnetic cover 4. A contact terminal 13 is fixedly installed on the bottom outer wall of the coil frame 3. A moving iron core 5 is slidably fitted onto the bottom of the sleeve 2. A fixed iron core 9 is fixedly sleeved on the inner wall of the sleeve 2. The fixed iron core 9 is located directly above the moving iron core 5. A central hole is opened in the middle of the fixed iron core 9. A push rod 8 is slidably sleeved on the fixed iron core 9 at the central hole. The bottom end of the push rod 8 is in contact with the outer wall of the moving iron core 5. An adjusting component 6 is fixedly sleeved on the top of the push rod 8. A sealing rubber component 7 is fixedly connected to the upper surface of the adjusting component 6. The sealing rubber component 7 corresponds to the first valve port 101. A spring 10 is sleeved on the outer wall of the sealing rubber component 7. The top of the spring 10 is in contact with the valve sleeve 1.

[0032] The adjusting assembly 6 includes a connecting plate 601 with an adjusting hole 603 on one side. A push rod 8 is fixedly sleeved onto the connecting plate 601 through the adjusting hole 603. A gap 'a' is left between the top of the push rod 8 and the top of the adjusting hole 603. Figure 6 As shown, the connecting plate 601 is interference-fitted with the push rod 8 through the adjusting hole 603.

[0033] In the above technical solution, the connecting plate 601 is interference-fitted with the push rod 8 through the adjustment hole 603. A gap a is left between the top of the push rod 8 and the top of the adjustment hole 603. The height of the gap a can be adjusted during the assembly process. Specifically, the height of the gap a is finely adjusted according to the difference between the valve port gap between the first valve port 101 and the sealing rubber component 7 and the required valve port gap, so as to compensate for the assembly error caused by the assembly and improve the consistency of the product.

[0034] As attached Figure 5 To be continued Figure 9 As shown, the outer wall of the connecting plate 601 is provided with a connecting hole 602; the sealing rubber assembly 7 includes a rubber sheet 701, and a rubber column 702 is fixedly connected to the lower surface of the rubber sheet 701. The rubber column 702 is sleeved with the connecting plate 601 through the connecting hole 602. A rubber ring 703 is fixedly connected to the other end of the rubber column 702. The rubber sheet 701 is located directly above the connecting plate 601, and the rubber ring 703 is located directly below the connecting plate 601.

[0035] In the above technical solution, the adjusting component 6 and the sealing rubber component 7 are connected by embedding and injection molding. Through the design of the adjusting component 6 and the sealing rubber component 7, the sealing rubber component 7 can be effectively fixed on the top of the adjusting component 6, preventing the sealing rubber component 7 from falling off during operation.

[0036] As attached Figure 4 To be continued Figure 9 As shown, spring 10 and rubber sheet 701 are sleeved together. The diameter of connecting plate 601 is larger than that of rubber sheet 701. The bottom of spring 10 is in contact with the outer wall of connecting plate 601. A limiting groove is provided at the bottom of valve sleeve 1, and the top of spring 10 extends into the limiting groove.

[0037] In the above technical solution, the top of the spring 10 can be limited by the design of the limiting groove. The spring 10 is placed on the upper surface of the connecting plate 601, and the spring 10 and the rubber sheet 701 are sleeved together, which can limit the bottom of the spring 10.

[0038] As attached Figure 1 As shown, a magnetic pad 12 is fixedly sleeved on the top outer wall of the coil frame 3, and the magnetic pad 12 is located above the magnetic cover 4.

[0039] It is worth mentioning that the working principle and installation method of other components in this case are the same as those in CN119664933A, which are mature technologies in this field and have been fully disclosed. Therefore, they will not be repeated in the specification.

[0040] The specific usage and function of this embodiment are as follows:

[0041] When this utility model is in use, when the pneumatic control valve is not energized, the coil 11 does not apply excitation, and the elastic force of the spring 10 pushes the push rod 8 and the moving iron core 5 to the limit. At this time, the pneumatic control valve is in the initial position, and the first valve port 101 is in the normally open state.

[0042] When the pneumatic control valve is energized, coil 11 applies a certain excitation, and the moving iron core 5 moves upward under electromagnetic force. The moving iron core 5 pushes the push rod 8 upward, and the push rod 8 drives the sealing rubber assembly 7 upward, sealing the first valve port 101. When coil 11 loses excitation, the electromagnetic force disappears, and the push rod 8 is reset by the spring force of spring 10 and moves downward under the pressure of the first valve port 101, as shown in the attached diagram. Figure 10 As shown, the downward pressure at port P opens the first valve port 101, allowing gas to flow from the first valve port 101 to the second valve port 102, as illustrated in the attached diagram. Figure 10 As shown, the gas flows from port P to port A.

[0043] Please refer to the above structure and process. Figure 1-10 .

[0044] The above are merely preferred embodiments of this utility model, but the scope of protection of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this utility model, based on the technical solution and inventive concept of this utility model, should be included within the scope of protection of this utility model.

Claims

1. A valve core structure for a pneumatic control valve in a commercial vehicle, comprising a valve sleeve (1), wherein a first valve port (101) is provided in the middle of the valve sleeve (1), a second valve port (102) is provided on the outer side of the valve sleeve (1), a sleeve (2) is fixedly sleeved on the outer wall of the valve sleeve (1), a coil frame (3) is fixedly sleeved on the outer wall of the sleeve (2), a coil (11) is sleeved on the outer wall of the coil frame (3), a magnetic cover (4) is fixedly sleeved on the outer wall of the coil frame (3), the coil (11) is located inside the magnetic cover (4), a contact terminal (13) is fixedly installed on the bottom outer wall of the coil frame (3), a moving iron core (5) is slidably sleeved on the bottom of the sleeve (2), a fixed iron core (9) is fixedly sleeved on the inner wall of the sleeve (2), the fixed iron core (9) is located directly above the moving iron core (5), and a central hole is provided in the middle of the fixed iron core (9), characterized in that, The fixed iron core (9) is slidably sleeved with a push rod (8) at the center hole. The bottom end of the push rod (8) is in contact with the outer wall of the moving iron core (5). The top of the push rod (8) is fixedly sleeved with an adjustment component (6). The upper surface of the adjustment component (6) is fixedly connected with a sealing rubber component (7). The sealing rubber component (7) corresponds to the first valve port (101). The outer wall of the sealing rubber component (7) is sleeved with a spring (10). The top of the spring (10) is in contact with the valve sleeve (1).

2. The valve core structure of a commercial vehicle pneumatic control valve according to claim 1, characterized in that, The adjustment component (6) includes an adjustment hole (603) on the surface of the connecting plate (601), and the push rod (8) is fixedly sleeved with the connecting plate (601) through the adjustment hole (603). A gap is left between the top of the push rod (8) and the top of the adjustment hole (603).

3. The valve core structure of a commercial vehicle pneumatic control valve according to claim 2, characterized in that, The connecting plate (601) is interference-fitted with the push rod (8) through the adjustment hole (603).

4. The valve core structure of a commercial vehicle pneumatic control valve according to claim 2, characterized in that, The outer wall of the connecting plate (601) is provided with a connecting hole (602); The sealing rubber assembly (7) includes a rubber sheet (701), a rubber column (702) is fixedly connected to the lower surface of the rubber sheet (701), the rubber column (702) is sleeved with the connecting plate (601) through the connecting hole (602), and a rubber ring (703) is fixedly connected to the other end of the rubber column (702). The rubber sheet (701) is located directly above the connecting plate (601), and the rubber ring (703) is located directly below the connecting plate (601).

5. The valve core structure of a commercial vehicle pneumatic control valve according to claim 4, characterized in that, The spring (10) and the rubber sheet (701) are sleeved together. The diameter of the connecting plate (601) is larger than the diameter of the rubber sheet (701). The bottom of the spring (10) is in contact with the outer wall of the connecting plate (601). The bottom of the valve sleeve (1) has a limiting groove, and the top of the spring (10) extends into the limiting groove.

6. The valve core structure of a commercial vehicle pneumatic control valve according to claim 1, characterized in that, A magnetic pad (12) is fixedly sleeved on the top outer wall of the coil frame (3), and the magnetic pad (12) is located above the magnetic cover (4).

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