A vehicle electromagnetic valve with a noise reduction structure

Abstract

The utility model relates to a noise reduction solenoid valve technical field especially relates to a car -used normally closed solenoid valve with noise reduction structure, include: valve seat, magnetic separation cover, coil assembly, valve core subassembly and buffer pad, magnetic separation cover one end is fixedly connected with valve seat, coil assembly is set up in the outer periphery of magnetic separation cover, valve core subassembly is coaxial and located in magnetic separation cover, includes dynamic iron core, reset spring and static iron core along the axial direction in proper order, static iron core is fixed in the one end of magnetic separation cover far from valve seat, dynamic iron core can move axially, one end of reset spring is contained in the positioning hole of dynamic iron core, buffer pad is clamped between reset spring and static iron core, and the one end surface of buffer pad faces reset spring and is equipped with limiting portion, is used for carrying out radial location to the end portion of reset spring. Through the setting of buffer pad, effectively cut off spring end surface and static iron core end surface direct contact, avoid the friction abnormal sound of the relative slip of both, improved the ride comfort of whole car.

Description

Technical Field

[0001] This utility model relates to the field of noise-reducing solenoid valve technology, and in particular to a normally closed solenoid valve for vehicles with a noise-reducing structure. Background Technology

[0002] Existing normally closed solenoid valves for automobiles mainly consist of a coil, a stationary iron core, a moving iron core, a return spring, and a valve seat. When power is off, the return spring presses the moving iron core against the valve seat with a preset preload, keeping the valve port closed. When power is applied, the coil generates electromagnetic force, driving the moving iron core to overcome the spring force and quickly attract towards the stationary iron core, thereby opening the valve port and allowing airflow to pass through at high speed.

[0003] However, because the return spring and the stationary iron core are assembled in a way that the end faces are in direct contact, when the moving iron core moves rapidly toward the stationary iron core, the spring is compressed sharply. Under the action of a huge impact load, its end is prone to instantaneous lateral displacement, which causes friction and slippage between the end face of the spring and the end face of the stationary iron core, producing a harsh abnormal noise, which seriously affects the comfort of driving and riding. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a normally closed solenoid valve for vehicles with a noise reduction structure, which effectively solves the problems in the background art.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is: a normally closed solenoid valve for vehicles with a noise reduction structure, comprising:

[0006] Valve seat;

[0007] A magnetic shielding sleeve, one end of which is fixedly connected to the valve seat;

[0008] The coil assembly is sleeved on the outer periphery of the magnetic shielding sleeve;

[0009] The valve core assembly is coaxially disposed inside the magnetic shielding sleeve and includes, in sequence along the axial direction, a moving iron core, a return spring and a stationary iron core. The stationary iron core is fixed to the end of the magnetic shielding sleeve away from the valve seat, the moving iron core is axially movable, and one end of the return spring is accommodated in the positioning hole of the moving iron core.

[0010] A buffer pad is sandwiched between the return spring and the stationary iron core. The end face of the buffer pad facing the return spring has a limiting part for radially limiting the end of the return spring.

[0011] Furthermore, the buffer pad extends axially along the outer edge of its end face facing the return spring to form a groove, and the corresponding end of the return spring is embedded in the groove.

[0012] Furthermore, the buffer pad extends to the center of the end face of the return spring to form a protrusion, and the corresponding end of the return spring is sleeved on the outside of the protrusion.

[0013] Furthermore, the end face of the stationary iron core facing the moving iron core is provided with a tapered groove, and the buffer pad abuts against the bottom plane of the tapered groove, the depth of the tapered groove being less than the thickness of the buffer pad.

[0014] Furthermore, the cushioning pad is made of an elastic non-metallic material.

[0015] Furthermore, the moving iron core is provided with a through hole in the radial direction, and the through hole communicates with the positioning hole.

[0016] Furthermore, the positioning hole is coaxially arranged with the groove in the buffer pad.

[0017] Furthermore, the reset spring and the groove are fitted with a clearance.

[0018] Furthermore, the reset spring and the positioning hole are fitted with a clearance.

[0019] Furthermore, a piston assembly is provided at the driving end of the moving iron core, the piston assembly comprising:

[0020] A piston seat is fixed to the valve seat at the valve port, and a guide hole coaxial with the valve port is formed inside.

[0021] The piston head is slidably disposed within the guide hole of the piston seat.

[0022] The beneficial effects of this utility model are as follows: By setting up a buffer pad, this utility model effectively isolates the direct contact between the spring end face and the stationary iron core end face, avoids friction noise caused by the relative slippage between the two, and improves the overall driving comfort of the vehicle. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the cross-sectional structure of the normally closed solenoid valve for vehicles with a noise reduction structure in this utility model.

[0024] Figure 2 This is a schematic diagram showing the installation position of the buffer pad in this utility model;

[0025] Figure 3 for Figure 2 Enlarged view of a portion at point A;

[0026] Figure 4 This is a schematic diagram of another structure of the buffer pad in this utility model.

[0027] Reference numerals: 1. Valve seat; 2. Magnetic shielding sleeve; 3. Coil assembly; 4. Valve core assembly; 41. Moving iron core; 411. Positioning hole; 412. Through hole; 42. Return spring; 43. Stationary iron core; 431. Tapered groove; 5. Buffer pad; 5a. Groove; 5b. Protrusion; 6. Piston assembly; 61. Piston seat; 62. Piston head. 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] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly attached to the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0031] like Figures 1 to 4 The normally closed solenoid valve for vehicles with a noise reduction structure shown includes: a valve seat 1, a magnetic shielding sleeve 2, a coil assembly 3, a valve core assembly 4, and a buffer pad 5. One end of the magnetic shielding sleeve 2 is fixedly connected to the valve seat 1. The coil assembly 3 is sleeved on the outer periphery of the magnetic shielding sleeve 2. The valve core assembly 4 is coaxially disposed inside the magnetic shielding sleeve 2 and includes, in sequence along the axial direction, a moving iron core 41, a return spring 42, and a stationary iron core 43. The stationary iron core 43 is fixed to the end of the magnetic shielding sleeve 2 away from the valve seat 1. The moving iron core 41 can move axially. One end of the return spring 42 is accommodated in the positioning hole 411 of the moving iron core 41. The buffer pad 5 is sandwiched between the return spring 42 and the stationary iron core 43. The end face of the buffer pad 5 facing the return spring 42 is provided with a limiting part for radially limiting the end of the return spring.

[0032] In the de-energized state shown in Figure 1, the coil assembly 3 is not energized, and the preload of the return spring 42 always pushes the moving iron core 41 towards the valve seat 1, causing the piston assembly 6 at the bottom of the moving iron core 41 to seal against the valve port of the valve seat 1, and the valve port is in a completely closed state. When the coil assembly 3 is energized, it generates magnetic flux, the stationary iron core 43 is magnetized, and it generates an axial magnetic attraction force on the moving iron core 41. The magnetic attraction force overcomes the reaction force of the return spring 42, causing the moving iron core 41 to move along the inner cavity of the magnetic shielding sleeve 2 towards the stationary iron core 43. The piston assembly 6 located at the driving end of the moving iron core 41 moves upward synchronously with the moving iron core 41, the valve port is opened, and the return spring 42 is compressed. The end of the return spring 42 near the stationary iron core 43 is radially limited by the limiting part to prevent it from lateral swaying or slipping. By setting the buffer pad 5, the direct contact between the spring end face and the stationary iron core 43 end face is effectively isolated, avoiding friction noise caused by the relative slippage between the two, and improving the overall driving comfort of the vehicle.

[0033] In a preferred embodiment, the buffer pad 5 extends axially along the outer edge of its end face facing the return spring 42 to form a groove 5a, and the corresponding end of the return spring 42 is embedded in the groove 5a. When the return spring 42 is compressed, it ensures that the end of the stationary iron core 43 is always embedded in the groove 5a of the buffer pad 5, thus preventing radial displacement of the end of the return spring 42.

[0034] In another preferred embodiment, the buffer pad 5 extends from the center of the end face of the return spring 42 to form a protrusion 5b, and the corresponding end of the return spring 42 is sleeved on the outside of the protrusion 5b. With the end of the return spring 42 sleeved on the outside of the protrusion 5b, during compression, the protrusion 5b radially limits the end of the return spring 5b, effectively ensuring the positional accuracy of the end of the return spring 42.

[0035] In this invention, the end face of the stationary iron core 43 facing the moving iron core 41 is provided with a tapered groove 431, and the buffer pad 5 abuts against the bottom plane of the tapered groove 431. The tapered groove 431 can act as a small resonant cavity when the buffer pad 5 vibrates at high frequency, which can dissipate noise in a specific frequency band; and the buffer pad 5 retains a radial floating margin on the bottom plane of the tapered surface. When the buffer pad 5 or the spring undergoes a slight radial displacement due to temperature changes or manufacturing tolerances, this gap can prevent the buffer pad 5 from being squeezed by the tapered sidewall of the tapered groove 431, ensuring that the buffer pad 5 is always in contact with the plane, and the operation is smooth and without abnormal noise.

[0036] Based on the above scheme, the depth of the conical groove 431 is less than the thickness of the buffer pad 5. When the valve is opened, the moving iron core 41 will abut against the buffer pad 5, but will not contact the stationary iron core 43. At the moment the moving iron core 41 is attracted, it undergoes elastic deformation, absorbing the rigid impact energy between the moving iron core 41 and the stationary iron core 43, significantly reducing metal impact noise.

[0037] In a preferred embodiment of this invention, the buffer pad 5 is made of an elastic non-metallic material. Utilizing the material's resilience and damping properties, the buffer pad 5 undergoes elastic deformation at the moment the moving iron core 41 and the stationary iron core 43 are about to contact, absorbing impact energy and significantly reducing metal-on-metal impact noise. Simultaneously, a flexible interface separates the rigid contact between the end face of the return spring 42 and the stationary iron core 43, preventing frictional noise caused by relative slippage, thus maintaining the overall vehicle noise level over the long term. Preferably, the buffer pad 5 can be made of fluororubber, hydrogenated nitrile rubber, or high-temperature resistant polyurethane elastomer, including but not limited to the above materials.

[0038] As a preferred embodiment of the above, the contact surface between the moving iron core 41 and the buffer pad 5 is a planar structure.

[0039] The bottom of the conical groove 431 of the stationary iron core 43 is flat, which together with the flat surface of the moving iron core 41 clamps the buffer pad 5. The sidewalls of the conical groove 431 maintain a gap, forming an annular cavity. This structure forms a micro air cushion when the buffer pad 5 is compressed and deformed, further absorbing high-frequency vibration energy and reducing sharp noise.

[0040] In a preferred embodiment of this utility model, the moving iron core 41 is provided with a through hole 412 along the radial direction, and the through hole 412 communicates with the positioning hole 411. The radial through hole 412 allows the positioning hole 411 to communicate with the external atmosphere, ensuring the air pressure balance inside the cavity and ensuring that the moving iron core 41 moves quickly and without delay.

[0041] In this design, the positioning hole 411 and the inner groove 5a of the buffer pad 5 are coaxially arranged. The two ends of the return spring 42 are coaxially constrained by the positioning hole 411 and the groove 5a respectively, and the spring axis coincides with the valve core axis, avoiding radial force and significantly reducing lateral sway and friction noise.

[0042] In a preferred embodiment of this invention, the return spring 42 and the groove 5a are fitted with a clearance fit. This clearance allows the spring to be inserted smoothly while also allowing for radial play, preventing assembly difficulties or premature fatigue of the buffer pad 5 caused by interference. The return spring 42 and the positioning hole 411 are also fitted with a clearance fit, which creates an venting channel between the hole wall and the spring, preventing seizing failure. In another preferred embodiment, the protruding structure is also fitted with the return spring 42 with a clearance fit.

[0043] In this utility model, the driving end of the moving iron core 41 is provided with a piston assembly 6, which includes a piston seat 61 and a piston head 62. The piston seat 61 is fixed to the valve seat 1 at the valve port and has a guide hole coaxial with the valve port inside. The piston head 62 is slidably disposed in the guide hole of the piston seat 61.

[0044] This piston structure directly and coaxially transmits the electromagnetic force of the moving iron core 41 to the piston head 62, eliminating lateral force components, improving sealing reliability, and reducing additional noise caused by eccentric friction.

[0045] Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A normally closed solenoid valve for vehicles with a noise reduction structure, characterized in that, include: Valve seat (1); The magnetic shielding sleeve (2) is fixedly connected at one end to the valve seat (1); The coil assembly (3) is sleeved on the outer periphery of the magnetic shielding sleeve (2); The valve core assembly (4) is coaxially disposed inside the magnetic shielding sleeve (2) and includes, in sequence along the axial direction, a moving iron core (41), a return spring (42) and a stationary iron core (43). The stationary iron core (43) is fixed to one end of the magnetic shielding sleeve (2) away from the valve seat (1). The moving iron core (41) can move axially. One end of the return spring (42) is accommodated in the positioning hole (411) of the moving iron core (41). A buffer pad (5) is sandwiched between the return spring (42) and the stationary iron core (43). The buffer pad (5) has a limiting part on one end face facing the return spring (42) for radial limiting of the end of the return spring (42).

2. The normally closed automotive solenoid valve with a noise reduction structure according to claim 1, characterized in that, The buffer pad (5) extends axially along the outer edge of its end face facing the return spring (42) to form a groove (5a), and the corresponding end of the return spring (42) is embedded in the groove (5a).

3. The normally closed automotive solenoid valve with a noise reduction structure according to claim 1, characterized in that, The buffer pad (5) extends to the center of the end face of the return spring (42) to form a protrusion (5b), and the corresponding end of the return spring (42) is sleeved on the outside of the protrusion (5b).

4. The normally closed automotive solenoid valve with a noise reduction structure according to claim 1, characterized in that, The stationary iron core (43) has a tapered groove (431) on its end face facing the moving iron core (41), and the buffer pad (5) abuts against the bottom plane of the tapered groove (431). The depth of the conical groove (431) is less than the thickness of the buffer pad (5).

5. The normally closed automotive solenoid valve with a noise reduction structure according to claim 1, characterized in that, The cushioning pad (5) is made of an elastic non-metallic material.

6. The normally closed automotive solenoid valve with a noise reduction structure according to claim 1, characterized in that, The moving iron core (41) is provided with a through hole (412) in the radial direction, and the through hole (412) is connected to the positioning hole (411).

7. The normally closed automotive solenoid valve with a noise reduction structure according to claim 2, characterized in that, The positioning hole (411) is coaxially arranged with the groove (5a) in the buffer pad (5).

8. The normally closed automotive solenoid valve with a noise reduction structure according to claim 2, characterized in that, The reset spring (42) and the groove (5a) are fitted with a clearance.

9. The normally closed automotive solenoid valve with a noise reduction structure according to claim 1, characterized in that, The reset spring (42) and the positioning hole (411) are fitted with a clearance.

10. The normally closed automotive solenoid valve with a noise reduction structure according to claim 1, characterized in that, The driving end of the moving iron core (41) is provided with a piston assembly (6), the piston assembly (6) comprising: Piston seat (61) is fixed to the valve seat (1) at the valve port, and a guide hole coaxial with the valve port is formed inside; The piston head (62) is slidably disposed in the guide hole of the piston seat (61).

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