Automobile central gas source electromagnetic pressure reducing valve

Abstract

The utility model discloses a kind of automobile central gas source electromagnetic pressure-reducing valves, including valve seat, the upside of valve seat is provided with upper shell, the inside of valve seat is provided with high-pressure chamber, low-pressure chamber is arranged between the upside of valve seat and upper shell, high-pressure chamber and low-pressure chamber are passed through valve port, the inside of valve seat is provided with the valve stem passing through valve port, first elastic member and the sealing pad for plugging valve port are set on valve stem, the upper end of valve stem is connected with adjusting diaphragm assembly, second elastic member is arranged between adjusting diaphragm assembly and upper shell, the side of valve seat is connected with the air inlet solenoid valve being communicated with high-pressure chamber, the outside of air inlet solenoid valve is connected with air inlet air nozzle, and exhaust air nozzle and safety valve being communicated with low-pressure chamber are installed on the side wall of valve seat.The utility model can solve the problem that the pressure-reducing device of existing automobile pneumatic system adopts split structure, overpressure protection ability is weak, and shock-absorbing performance is not good.

Description

Technical Field

[0001] This utility model relates to the field of automotive pneumatic system technology, specifically to an automotive central air source electromagnetic pressure reducing valve. Background Technology

[0002] With the development of intelligent and comfort technologies in automobiles, pneumatic systems are increasingly widely used in modern vehicles, encompassing multiple core functional modules such as air suspension, pneumatic brake assist, seat pneumatic adjustment, door pneumatic power assist, and tailgate electric struts. The central air supply system, as the power core of all pneumatic actuators in the vehicle, needs to stably reduce the 8-12 bar high-pressure compressed air generated by the air compressor to a stable 3-6 bar working pressure and achieve precise electronic control. The electromagnetic pressure reducing valve, as the core component for pressure regulation and on / off control of the central air supply system, directly determines the reliability and stability of the entire vehicle's pneumatic system.

[0003] Existing automotive central air supply electromagnetic pressure reducing valves generally suffer from the following technical defects: Low structural integration: Most products adopt a separate design for the intake solenoid valve and the pressure reducing valve body, which are connected by external rubber hoses. This not only increases the size and weight of the system, but also introduces multiple pipeline leakage points, which are prone to leakage failure under the long-term vibration conditions of automobiles. Weak overpressure protection: Approximately 60% of existing products do not integrate safety valves, requiring the addition of separate safety valves to the system, which increases system cost and assembly complexity; the few products with integrated safety valves use a steel ball sealing structure, which has a slow response speed and cannot release air in time when overpressure occurs. Lack of shock absorption performance: The mounting bracket is rigidly bolted to the valve body. The 10-2000Hz wide frequency vibration generated during vehicle operation is directly transmitted to the inside of the pressure reducing valve, causing problems such as loose coil, fatigue fracture of spring, and wear of seals. The average service life of the product is only 2-3 years. The aforementioned defects severely restrict the reliability and service life of automotive pneumatic systems. Therefore, there is an urgent need to develop an automotive central air source electromagnetic pressure reducing valve with high structural integration, precise pressure regulation, stable guidance, reliable overpressure protection, excellent shock absorption performance, and convenient maintenance. Utility Model Content

[0004] This invention provides an electromagnetic pressure reducing valve for automotive central air source, which can solve the problems of existing automotive pneumatic systems having a split structure for pressure reducing devices, weak overpressure protection capabilities, and poor shock absorption performance.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a central air supply electromagnetic pressure reducing valve for automobiles, comprising a valve seat, an upper shell disposed on the upper side of the valve seat, a high-pressure chamber disposed inside the valve seat, a low-pressure chamber disposed between the upper side of the valve seat and the upper shell, a valve port connecting the high-pressure chamber and the low-pressure chamber, a valve stem disposed inside the valve seat passing through the valve port, a first elastic element and a sealing gasket for sealing the valve port disposed on the valve stem, the upper end of the valve stem connected to an adjusting diaphragm assembly, a second elastic element disposed between the adjusting diaphragm assembly and the upper shell, and an intake solenoid valve connected to the high-pressure chamber connected to one side of the valve seat. An air inlet nozzle is connected to the outside of the solenoid valve. An exhaust nozzle and a safety valve, which are connected to the low-pressure chamber, are installed on the side wall of the valve seat. The high-pressure chamber and the low-pressure chamber are connected in series through the valve port to form a single-stage throttling and pressure-reducing structure. The pressure reduction process is continuous and without impact. The valve stem passes through the valve port, with the upper end connected to the regulating diaphragm assembly and the lower end connected to the first elastic element and the sealing gasket, forming a closed-loop automatic regulation system that can maintain stable output pressure without external control. The air inlet solenoid valve is directly threaded to the side of the valve seat and directly connected to the high-pressure chamber, eliminating the need for external connection pipelines. The exhaust nozzle and the safety valve are both directly connected to the low-pressure chamber, which allows the gas output and overpressure protection functions of the low-pressure chamber to be centrally arranged, facilitating system pipeline integration.

[0006] Preferably, the regulating diaphragm assembly includes an upper clamping plate and a lower clamping plate, with an regulating diaphragm disposed between the upper and lower clamping plates. The edge of the regulating diaphragm is pressed between the upper shell and the valve seat, and the regulating diaphragm separates the upper shell from the valve seat. The edge of the regulating diaphragm is pressed by the mating surface between the upper shell and the valve seat to form a radial seal with a sealing pressure of up to 15 bar, thus solving the problem of gas leakage between the high and low pressure chambers.

[0007] Preferably, an adjustable spring seat is installed on the top of the second elastic element, and a pressure adjusting screw is installed on the top of the upper shell. The lower end of the pressure adjusting screw abuts against the adjustable spring seat. By rotating the pressure adjusting screw, the output pressure can be steplessly adjusted within the range of 3-6 bar. The adjustment mechanism is external, and pressure adjustment can be performed without disassembling any parts.

[0008] Preferably, the bottom of the valve seat is equipped with an end cap that seals the high-pressure chamber, and the lower end of the valve stem is inserted into the guide hole inside the end cap. The valve stem adopts a two-point support structure with the upper diaphragm support and the lower guide hole support, which solves the problem of valve stem tilting and uneven wear.

[0009] Preferably, the intake solenoid valve includes a base connected to a valve seat and a coil housing connected to the base. A coil is installed inside the coil housing. A fixed iron core and a moving iron core are coaxially arranged inside the coil. Both the fixed iron core and the moving iron core are provided with a through air passage. An intake sealing gasket is provided at one end of the moving iron core. An intake nozzle is coaxially installed at the end of the fixed iron core. The through air passage directly connects the intake nozzle and the high-pressure chamber, eliminating the need for external pipelines and resulting in a high degree of structural integration.

[0010] Preferably, an electronic connector is provided on one side of the coil housing. The connector is integrally injection molded with the coil housing, and the internal pins are directly soldered to the coil leads, thus avoiding loosening and oxidation of the external wiring.

[0011] Preferably, a mounting bracket is connected to one side of the valve seat. The mounting bracket is connected to the valve seat by at least two connecting bolts. A sleeve is fitted on the outside of the connecting bolts. A shock-absorbing sleeve is provided on the outside of the sleeve. The mounting bracket is snapped onto the outside of the shock-absorbing sleeve. The mounting bracket and the valve seat are completely flexibly isolated, avoiding the transmission of rigid vibration and extending the service life of internal components.

[0012] Preferably, the safety valve includes a safety valve seat and a safety valve stem disposed in the middle of the safety valve seat. A safety valve preload spring is provided between the outer side of the safety valve stem and the safety valve seat. A safety valve sealing ring is provided on the outer side of the end of the safety valve stem. An exhaust groove extending to the inner side of the safety valve seat is provided at the tail of the safety valve stem. The valve adopts a direct-acting safety valve structure, with the exhaust groove directly machined on the valve stem, eliminating the need for an additional exhaust channel and resulting in a compact structure. The safety valve is integrated entirely on the valve seat, eliminating the need for external pipelines and facilitating installation and maintenance.

[0013] Compared with the prior art, the beneficial effects of this utility model are: This system integrates solenoid valves, pressure reducing and stabilizing valves, and safety relief functions into a single compact and fully functional unit. Stable control of output pressure and flow is achieved through the dynamic balance of the diaphragm and adjusting spring. An automatic pressure relief valve module automatically releases pressure in case of overpressure, enhancing the safety of downstream actuators. A vibration damping module on the support frame reduces valve body opening and closing vibrations, improving the overall NVH performance. High-pressure gas from the upstream gas source enters the pressure reducing valve module under the control of the solenoid valve, and is then output to the downstream actuator after pressure reduction. When the downstream pressure is too high, the safety valve automatically opens to release pressure, ensuring stable system operation and actuator safety. Attached Figure Description

[0014] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a top view of the structure of this utility model; Figure 3 for Figure 2 AA-direction sectional view of the structure; Figure 4 for Figure 2 BB-direction sectional view of the structure.

[0015] Figure label: 1. Valve seat; 2. Inlet solenoid valve; 3. Mounting bracket; 4. Upper shell; 5. Safety valve; 6. Exhaust nozzle; 7. Inlet nozzle; 8. End cap; 9. Second elastic element; 10. Adjustable spring seat; 11. Pressure adjusting screw; 12. Adjusting diaphragm; 13. Upper clamping plate; 14. Lower clamping plate; 15. Valve stem; 16. Sealing gasket; 17. First elastic element; 18. Valve port; 21. Fixed iron core; 22. Moving iron core; 23. Base; 24. Coil; 25. Coil housing; 26. Inlet sealing gasket; 27. Electronic connector; 31. Connecting bolt; 32. Sleeve; 33. Shock-absorbing sleeve; 51. Safety valve stem; 52. Exhaust groove; 53. Safety valve seat; 54. Safety valve preload spring; 55. Safety valve sealing ring; H, high-pressure chamber; L, low-pressure chamber. Detailed Implementation

[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0017] like Figure 1-4As shown, to address the problems of existing automotive pneumatic systems' pressure reducing devices employing a split structure, weak overpressure protection, and poor shock absorption performance, this utility model provides the following technical solution: an automotive central air source electromagnetic pressure reducing valve, comprising a valve seat 1, an upper shell 4 disposed on the upper side of the valve seat 1, a high-pressure chamber H disposed inside the valve seat 1, a low-pressure chamber L disposed between the upper side of the valve seat 1 and the upper shell 4, a valve port 18 connecting the high-pressure chamber H and the low-pressure chamber L, a valve stem 15 disposed inside the valve seat 1 passing through the valve port 18, a first elastic element 17 and a sealing gasket 16 for sealing the valve port 18 disposed on the valve stem 15, the upper end of the valve stem 15 connected to an adjusting diaphragm assembly, a second elastic element 9 disposed between the adjusting diaphragm assembly and the upper shell 4, and one side of the valve seat 1... An intake solenoid valve 2 is connected to the high-pressure chamber H. An intake nozzle 7 is connected to the outside of the intake solenoid valve 2. An exhaust nozzle 6 and a safety valve 5, which are connected to the low-pressure chamber L, are installed on the side wall of the valve seat 1. The high-pressure chamber H and the low-pressure chamber L are connected in series through the valve port 18 to form a single-stage throttling and pressure-reducing structure. The pressure reduction process is continuous and without impact. The valve stem 15 passes through the valve port 18, with the upper end connected to the regulating diaphragm assembly and the lower end connected to the first elastic element 17 and the sealing gasket 16, forming a closed-loop automatic regulation system that can maintain stable output pressure without external control. The intake solenoid valve 2 is directly threaded to the side of the valve seat 1 and is directly connected to the high-pressure chamber H, eliminating the need for external connection pipelines. The exhaust nozzle 6 and the safety valve 5 are both directly connected to the low-pressure chamber L, which allows the gas output and overpressure protection functions of the low-pressure chamber to be centrally arranged, facilitating system pipeline integration.

[0018] Specifically, the high-pressure chamber H serves as a high-pressure gas buffer chamber, stabilizing intake pressure fluctuations and providing a continuous and stable high-pressure gas source for the decompression process. The low-pressure chamber L, as a storage chamber for decompressed gas, has an optimized volume design to absorb pressure surges from downstream gas consumption, ensuring stable output pressure. The regulating diaphragm assembly, acting as a pressure sensing and actuation element, can accurately capture minute pressure changes in the low-pressure chamber. The intake solenoid valve 2 is an integrated electronic control switch with a response speed ≤50ms, enabling rapid on / off control of the intake. Both the intake nozzle 7 and the exhaust nozzle 6 use standardized quick-connect interfaces, allowing direct connection to the air compressor piping without additional connectors.

[0019] In this embodiment, the regulating diaphragm assembly includes an upper clamping plate 13 and a lower clamping plate 14. An regulating diaphragm 12 is disposed between the upper clamping plate 13 and the lower clamping plate 14. The edge of the regulating diaphragm 12 is pressed between the upper shell 4 and the valve seat 1. The regulating diaphragm 12 separates the upper shell 4 and the valve seat 1. The edge of the regulating diaphragm 12 is pressed through the mating surface of the upper shell 4 and the valve seat 1 to form a radial seal. The sealing pressure can reach 15 bar, which solves the problem of air leakage between the high and low pressure chambers. The upper clamping plate 13 and the lower clamping plate 14 are made of stainless steel by stamping, which provides rigid support for the regulating diaphragm and prevents the diaphragm from being stretched and deformed under pressure. At the same time, the upper clamping plate 13 can support and position the second elastic element 9. The regulating diaphragm 12 can be made of a composite material of nitrile rubber and nylon cloth, which has excellent elasticity, oil resistance and fatigue resistance.

[0020] In this embodiment, an adjustable spring seat 10 is mounted on the top of the second elastic element 9, and a pressure adjusting screw 11 is mounted on the top of the upper shell 4. The lower end of the pressure adjusting screw 11 abuts against the adjustable spring seat 10. By rotating the pressure adjusting screw, the output pressure can be steplessly adjusted within the range of 3-6 bar. The adjustment mechanism is external, and pressure adjustment can be performed without disassembling any parts. Specifically, the adjustable spring seat 10 can be disc-shaped, with a spring positioning boss formed on its lower surface. A threaded hole is machined at the center of the top of the upper shell 4, and the pressure adjusting screw 11 is a screw with an internal hexagonal socket. During adjustment, rotating the pressure adjusting screw 11 clockwise moves it downward, pushing the adjustable spring seat 10 to compress the second elastic element 9, increasing the preload and raising the output pressure; rotating it counterclockwise lowers the output pressure.

[0021] In this embodiment, the bottom of the valve seat 1 is equipped with an end cap 8 that seals the high-pressure chamber H. The lower end of the valve stem 15 is inserted into the guide hole inside the end cap 8. The valve stem 15 adopts a two-point support structure with upper diaphragm support and lower guide hole support, which solves the problem of valve stem tilting and wear. The end cap 8 can be made of aluminum alloy and has a detachable design, which facilitates cleaning of the high-pressure chamber and maintenance of the valve stem assembly.

[0022] In this embodiment, the intake solenoid valve 2 includes a base 23 connected to the valve seat 1 and a coil housing 25 connected to the base 23. A coil 24 is installed inside the coil housing 25. A fixed iron core 21 and a moving iron core 22 are coaxially arranged inside the coil 24. Both the fixed iron core 21 and the moving iron core 22 have through-flow passages. One end of the moving iron core 22 is provided with an intake sealing gasket 26 for controlling the opening and closing of the intake valve port on the base 23. An intake nozzle 7 is coaxially installed at the end of the fixed iron core 21. The through-flow passage directly connects the intake nozzle to the high-pressure chamber, eliminating the need for external piping and resulting in high structural integration. Specifically, the base 23 is made of brass and is connected to the valve seat 1 via external threads, with an intake valve port machined in the center. The coil housing 25 is injection molded from fiberglass material and connected to the base 23 via a locking nut. The coil 24 is wound with φ0.21mm high-temperature resistant enameled wire, with 1200 turns, a rated voltage of 12VDC, and a rated power of 12W. The fixed iron core 21 is fixed at the right end of the coil, with a φ4mm through-hole machined in the center. The moving iron core 22 is located at the left end of the coil, coaxial with the fixed iron core, and also has a φ4mm through-hole machined in the center. The air inlet sealing gasket 26 is made of FKM material and is vulcanized and fixed to the left end face of the moving iron core 22. When the coil is energized, the moving iron core moves 2mm to the right, opening the air inlet valve; when de-energized, the moving iron core can return to its original position, closing the valve.

[0023] The coil housing 25 is provided with an electronic connector 27 on one side. The connector is integrally injection molded with the coil housing, and the internal pins are directly soldered to the coil leads to avoid loosening and oxidation of the external wiring. The electronic connector 27 can be an AMP standard 2-pin waterproof connector with an IP67 protection rating, which can work reliably in humid and dusty environments.

[0024] In this embodiment, a mounting bracket 3 is connected to one side of the valve seat 1. The mounting bracket 3 is connected to the valve seat 1 by at least two connecting bolts 31. A sleeve 32 is sleeved on the outside of the connecting bolts 31. A shock-absorbing sleeve 33 is provided on the outside of the sleeve 32. The mounting bracket 3 is snapped onto the outside of the shock-absorbing sleeve 33. The mounting bracket 3 is completely flexibly isolated from the valve seat 1, avoiding the transmission of rigid vibration and extending the service life of internal components. The mounting bracket 3 is a sheet-like structure, and the sleeve 32 is a tubular structure with a step at one end.

[0025] In this embodiment, the safety valve 5 includes a safety valve seat 53 and a safety valve stem 51 disposed in the middle of the safety valve seat 53. A safety valve preload spring 54 is disposed between the outer side of the safety valve stem 51 and the safety valve seat 53. A safety valve sealing ring 55 is disposed on the outer side of the end of the safety valve stem 51. An exhaust groove 52 extending to the inner side of the safety valve seat 53 is disposed at the tail of the safety valve stem 51. A direct-acting safety valve structure is adopted, and the exhaust groove is directly machined on the valve stem, eliminating the need for an additional exhaust channel, resulting in a compact structure. The safety valve is integrated into the valve seat, eliminating the need for external pipelines, making installation and maintenance convenient.

[0026] like Figure 1-4 As shown in the figure, as a specific embodiment, the automotive central air source electromagnetic pressure reducing valve provided in this embodiment has an overall size of 120mm×80mm×100mm, a weight of about 0.8kg, a rated working pressure of 0-12bar, an output pressure adjustment range of 3-6bar, a rated flow rate of 100L / min, and a working temperature of -40℃ to +120℃.

[0027] Overall structure and assembly relationship The pressure reducing valve has a valve seat 1 as its main component, and all functional components are integrated and installed on the valve seat 1. The bottom of the valve seat 1 is connected to the end cover 8 by a thread, and an O-ring is provided between the end cover 8 and the valve seat 1. The end cover 8 has a guide hole machined in the center, and the lower end of the valve stem 15 is inserted into the guide hole with a fitting clearance of 0.05-0.1mm.

[0028] The valve stem 15 passes vertically through the valve port 18 in the middle of the valve seat 1, where a fluororubber sealing gasket 16 is vulcanized and fixed. The first elastic element 17 is a compression spring, which is sleeved on the lower end of the valve stem 15, with one end abutting against the upper surface of the end cover 8 and the other end abutting against the lower surface of the sealing gasket 16.

[0029] The upper housing 4 is fixed to the upper side of the valve seat 1 by four bolts, forming a low-pressure chamber L. The regulating diaphragm assembly is disposed in the low-pressure chamber L and is formed by riveting the upper clamping plate 13, the regulating diaphragm 12, and the lower clamping plate 14 together, with its center riveted to the upper end of the valve stem 15. The edge flange of the regulating diaphragm 12 is embedded in the sealing groove on the lower end face of the upper housing 4 to achieve a sealed separation between the high and low pressure chambers.

[0030] The second elastic element 9 also uses a compression spring and is located between the adjusting diaphragm assembly and the top of the upper shell 4, with its upper end fitted onto the protrusion of the adjustable spring seat 10. A pressure adjusting screw 11 is screwed into the center of the top of the upper shell 4, with the lower end of the pressure adjusting screw 11 abutting against the center of the upper surface of the adjustable spring seat 10.

[0031] The right side of valve seat 1 is threadedly connected to intake solenoid valve 2. The base 23 of intake solenoid valve 2 has an intake port machined at its center. A 12VDC coil 24 is installed inside coil housing 25. Inside coil 24, a fixed iron core 21 and a moving iron core 22 are coaxially arranged, both with a φ4mm through-flow air passage machined at their centers. An intake sealing gasket 26 is vulcanized and fixed to the right end of moving iron core 22, and a return spring can be installed between its left end and the fixed iron core 21. A quick-connect intake nozzle 7 is fixed to the right end of fixed iron core 21 via a plug-in connection. An electronic connector 27 is integrally injection molded on one side of coil housing 25.

[0032] A quick-connect vent nozzle 6 is installed on the left side of the valve seat 1, and a safety valve 5 is connected to the front side. The safety valve seat 53 of the safety valve 5 has a safety valve stem 51 at its center. The tail of the safety valve stem 51 is machined with an axial vent groove 52, and a safety valve preload spring 54 is sleeved on the outside. A safety valve sealing ring 55 is vulcanized and fixed at the front end.

[0033] The valve seat 1 is connected to the mounting bracket 3 via two connecting bolts 31 on its rear side. A sleeve 32 is fitted onto the outside of the connecting bolts 31, and a rubber shock-absorbing sleeve 33 is fitted onto the outside of the sleeve 32. The annular groove on the outside of the shock-absorbing sleeve 33 engages with the locking hole of the mounting bracket 3.

[0034] The specific working principle in this embodiment is as follows: Intake control: When the vehicle's central control system sends a 12V energizing signal to the electronic connector 27, the coil 24 is energized, generating an electromagnetic attraction. The moving iron core 22 overcomes the force of the return spring and moves 2mm to the right, causing the intake sealing gasket 26 to move away from the intake valve port on the base 23. 10bar high-pressure compressed air from the air compressor enters through the intake nozzle 7, passes through the through-passage between the fixed iron core 21 and the moving iron core 22, and directly enters the high-pressure chamber H inside the valve seat 1.

[0035] Automatic pressure reduction: High-pressure gas in high-pressure chamber H is throttled through valve port 18 and enters low-pressure chamber L. The gas pressure in low-pressure chamber L acts on the lower surface of regulating diaphragm 12, generating an upward thrust. When the low-pressure chamber pressure is lower than the set value (e.g., 5 bar), the downward preload of the second elastic element 9 is greater than the gas thrust, causing the regulating diaphragm assembly to move the valve stem 15 downward, increasing the opening of valve port 18, increasing the high-pressure gas flow rate, and raising the low-pressure chamber pressure. When the low-pressure chamber pressure is higher than the set value, the gas thrust is greater than the spring preload, causing the regulating diaphragm assembly to move the valve stem 15 upward, decreasing the valve opening, reducing the high-pressure gas flow rate, and lowering the low-pressure chamber pressure. Through the above closed-loop regulation, the low-pressure chamber pressure is always stabilized within the range of the set value ±0.1 bar.

[0036] Overpressure protection: When the pressure reducing valve malfunctions and the low-pressure chamber pressure exceeds 7 bar, the gas pressure pushes the safety valve stem 51 backward to compress the preload spring 54, causing the safety valve sealing ring 55 to disengage from the sealing surface of the safety valve seat 53. The overpressure gas is rapidly discharged through the vent groove 52 at the tail of the valve stem, with a vent flow rate of up to 120 L / min, reducing the pressure to a safe range within 0.5 seconds. When the pressure drops below 6.5 bar, the preload spring 54 pushes the valve stem back to its original position, and the safety valve automatically closes.

[0037] Pressure Adjustment: When the output pressure needs to be adjusted, use a regular wrench to rotate the pressure adjusting screw 11 on the top of the upper housing 4. Rotating the screw clockwise increases the output pressure; rotating it counterclockwise decreases the output pressure. After adjustment, tighten the lock nut on the screw.

[0038] During installation, fix the mounting bracket 3 to the flat mounting surface of the car frame with two bolts; connect the pressure reducing valve body to the mounting bracket 3 via connecting bolt 31, sleeve 32 and shock-absorbing sleeve 33, ensuring that the shock-absorbing sleeve is not over-compressed; insert the air compressor's outlet hose into the air inlet nozzle 7, and insert the downstream pneumatic actuator's air inlet hose into the exhaust nozzle 6; insert the car wiring harness plug into the electronic connector 27, ensuring that the connection is in place; power on for testing, adjust the pressure adjusting screw 11 to make the output pressure reach the system requirement of 5 bar, and tighten the locking nut to put it into use.

[0039] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0040] Furthermore, in this utility model, the use of terms such as "first," "second," etc., is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly and specifically defined.

[0041] In this utility model, unless otherwise explicitly specified and limited, the terms "connection," "fixing," etc., should be interpreted broadly. For example, "fixing" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0042] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

Claims

1. A central air supply electromagnetic pressure reducing valve for automobiles, comprising a valve seat (1), wherein an upper shell (4) is provided on the upper side of the valve seat (1), characterized in that, The valve seat (1) is provided with a high-pressure chamber (H) inside. A low-pressure chamber (L) is provided between the upper side of the valve seat (1) and the upper shell (4). The high-pressure chamber (H) and the low-pressure chamber (L) are connected by a valve port (18). The valve seat (1) is provided with a valve stem (15) that passes through the valve port (18). The valve stem (15) is provided with a first elastic element (17) and a sealing gasket (16) for sealing the valve port (18). The upper end of the valve stem (15) is connected to an adjusting diaphragm assembly. A second elastic element (9) is provided between the adjusting diaphragm assembly and the upper shell (4). An intake solenoid valve (2) connected to the high-pressure chamber (H) is connected to one side of the valve seat (1). An intake nozzle (7) is connected to the outside of the intake solenoid valve (2). An exhaust nozzle (6) connected to the low-pressure chamber (L) and a safety valve (5) are installed on the side wall of the valve seat (1).

2. The automotive central air supply electromagnetic pressure reducing valve according to claim 1, characterized in that: The regulating diaphragm assembly includes an upper pressing plate (13) and a lower pressing plate (14). An regulating diaphragm (12) is disposed between the upper pressing plate (13) and the lower pressing plate (14). The edge of the regulating diaphragm (12) is pressed between the upper shell (4) and the valve seat (1). The regulating diaphragm (12) separates the upper shell (4) from the valve seat (1).

3. The automotive central air supply electromagnetic pressure reducing valve according to claim 2, characterized in that: An adjustable spring seat (10) is installed on the top of the second elastic element (9), and a pressure adjusting screw (11) is installed on the top of the upper shell (4). The lower end of the pressure adjusting screw (11) abuts against the adjustable spring seat (10).

4. The automotive central air supply electromagnetic pressure reducing valve according to claim 1, characterized in that: The bottom of the valve seat (1) is fitted with an end cap (8) that seals the high pressure chamber (H), and the lower end of the valve stem (15) is inserted into the guide hole inside the end cap (8).

5. The automotive central air supply electromagnetic pressure reducing valve according to claim 1, characterized in that: The intake solenoid valve (2) includes a base (23) connected to the valve seat (1) and a coil housing (25) connected to the base (23). A coil (24) is installed inside the coil housing (25). A fixed iron core (21) and a moving iron core (22) are coaxially arranged inside the coil (24). Both the fixed iron core (21) and the moving iron core (22) are provided with through air passages. An intake sealing gasket (26) is provided at one end of the moving iron core (22). An intake nozzle (7) is coaxially installed at the end of the fixed iron core (21).

6. The automotive central air supply electromagnetic pressure reducing valve according to claim 5, characterized in that: An electronic connector (27) is provided on one side of the coil housing (25).

7. The automotive central air supply electromagnetic pressure reducing valve according to claim 1, characterized in that: The valve seat (1) is connected to a mounting bracket (3) on one side. The mounting bracket (3) is connected to the valve seat (1) by at least two connecting bolts (31). A sleeve (32) is sleeved on the outside of the connecting bolts (31). A shock-absorbing sleeve (33) is provided on the outside of the sleeve (32). The mounting bracket (3) is snapped onto the outside of the shock-absorbing sleeve (33).

8. The automotive central air supply electromagnetic pressure reducing valve according to any one of claims 1-7, characterized in that: The safety valve (5) includes a safety valve seat (53) and a safety valve stem (51) disposed in the middle of the safety valve seat (53). A safety valve preload spring (54) is provided between the outer side of the safety valve stem (51) and the safety valve seat (53). A safety valve sealing ring (55) is provided on the outer side of the end of the safety valve stem (51). An exhaust groove (52) extending to the inner side of the safety valve seat (53) is provided at the tail of the safety valve stem (51).

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