Electromagnetic valve for vehicle

Abstract

The application discloses a vehicle electromagnetic valve, which comprises a valve component, the valve component comprises a valve sleeve, a moving iron core, a static iron core and a buffer pad, the moving iron core is at least partially movably inserted into the valve sleeve, the static iron core is at least partially located in the valve sleeve, the relative position of the static iron core and the valve sleeve is fixed, and the buffer pad is at least partially located between the moving iron core and the static iron core and is fixedly connected with the static iron core. The vehicle electromagnetic valve has good mute performance and high stability of the buffer pad.

Description

Technical Field

[0001] This application relates to the field of valve device technology, and in particular to a solenoid valve for vehicles. Background Technology

[0002] Solenoid valves open and close by moving a moving iron core. The contact between the moving and stationary iron cores generates noise. Adding a buffer pad between the moving and stationary iron cores can reduce noise and improve the solenoid valve's quietness. However, in related technologies, the buffer pad is connected to the moving iron core, which presents a technical problem of instability. Utility Model Content

[0003] To solve the above-mentioned technical problems, this application provides an automotive solenoid valve, which includes a valve component, a valve sleeve, a moving iron core, a stationary iron core, and a buffer pad. The moving iron core is at least partially axially movable and inserted into the valve sleeve. The relative position of the stationary iron core and the valve sleeve is fixed. The buffer pad is at least partially located between the moving iron core and the stationary iron core. The buffer pad is fixedly connected to or axially limited by the stationary iron core.

[0004] The automotive solenoid valve provided in this application avoids the problem of high noise caused by direct contact between the moving and stationary iron cores by incorporating a buffer pad between them, thus improving the quietness of the valve. Furthermore, because the buffer pad is fixedly connected to or axially limited by the stationary iron core, it does not move when the moving iron core moves axially, resulting in high stability. Attached Figure Description

[0005] Figure 1 A cross-sectional view of one embodiment of the automotive solenoid valve provided in this application;

[0006] Figure 2 for Figure 1 Enlarged view of the central valve component, the first sealing ring, and the second sealing ring;

[0007] Figure 3 for Figure 1 A 3D view of the cushioning pad.

[0008] The annotations in the attached figures are explained as follows:

[0009] 100 Valve component, 101 Valve sleeve, 102 Moving iron core, 1021 Moving iron core body, 1022 Boss, 1023 Neck, 1023a First conical section, 1023b Cylindrical section, 1023c Second conical section, 1024 Connecting part, 103 Stationary iron core, 103a Annular groove, 104 Buffer pad, 1041 Annular body part, 1042 Annular protrusion, 1042a Notch, 105 Spring, 106 Valve seat, 107 Valve seat tube, 108 Valve seat core, 1081 Valve seat core body part, 1082 Protrusion, 109 Sealing plug, A First step surface, B Second step surface, C Third step surface, D Fourth step surface, E Fifth step surface;

[0010] 200 outer shell, F sixth step surface, G seventh step surface;

[0011] 300 First sealing ring;

[0012] 400 second sealing ring;

[0013] 500 coil components. Detailed Implementation

[0014] This application provides a solenoid valve for automobiles. In order to enable those skilled in the art to better understand the technical solution of this application, the technical solution of this application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0015] like Figure 1 and Figure 2 As shown, the automotive solenoid valve provided in this application includes at least a valve component 100, which includes at least a valve sleeve 101, a moving iron core 102, a stationary iron core 103, and a buffer pad 104. The moving iron core 102 is at least partially axially movable and inserted into the valve sleeve 101. The stationary iron core 103 is at least partially located within the valve sleeve 101 and is fixedly connected to the valve sleeve 101. The buffer pad 104 is at least partially located between the moving iron core 102 and the stationary iron core 103, and is fixedly connected to or axially limited by the stationary iron core 103.

[0016] The aforementioned automotive solenoid valve, by incorporating a buffer pad 104 between the moving iron core 102 and the stationary iron core 103, avoids the problem of excessive noise caused by direct contact between the two cores, thus improving the valve's quietness. Furthermore, because the buffer pad 104 is fixedly connected to or axially limited by the stationary iron core 103, it does not move when the moving iron core 102 moves axially, resulting in high stability.

[0017] If the buffer pad 104 moves with the moving iron core 102, it is prone to detachment due to inertial forces during the movement. Once detached, the buffering and noise reduction function will fail, and it may also affect the normal opening and closing of the valve. In contrast, this application connects the buffer pad 104 to the stationary iron core 103, so that the buffer pad 104 does not move with the moving iron core 102, effectively reducing the risk of the buffer pad 104 detaching.

[0018] Specifically, in the illustrated embodiments, such as Figure 2 As shown, the stationary iron core 103 has an annular groove 103a at one end (upper end) near the moving iron core 102. A buffer pad 104 is partially embedded in the annular groove 103a, and a portion of the buffer pad 104 protrudes outside the annular groove 103a. In this way, a reliable limiting connection between the buffer pad 104 and the stationary iron core 103 is achieved without the need for additional connecting components.

[0019] More specifically, such as Figure 2 As shown, the buffer pad 104 includes an annular body portion 1041. The inner side of the annular body portion 1041 abuts against the inner side of the annular groove portion 103a, and the outer side of the annular body portion 1041 abuts against the outer side of the annular groove portion 103a. Specifically, when the annular body portion 1041 is not assembled in the annular groove portion 103a, the radial distance between the outer and inner sides of the annular body portion 1041 is greater than the radial distance between the outer and inner sides of the annular groove portion 103a. Therefore, when the annular body portion 1041 is assembled in the annular groove portion 103a, the inner and outer sides of the annular body portion 1041 can tightly abut against the inner and outer sides of the annular groove portion 103a. Figure 3 As shown, the annular body portion 1041 has annular protrusions 1042 at both axial ends. At least a portion of the annular protrusion 1042 at one end protrudes outside the annular groove portion 103a, while the annular protrusion 1042 at the other end is located inside the annular groove portion 103a. Alternatively, the annular body portion 1041 may only have an annular protrusion 1042 at one axial end. In this case, when installing the buffer pad 104, attention should be paid to the installation direction to ensure that the end with the annular protrusion 1042 faces the moving iron core 102.

[0020] More specifically, such as Figure 3As shown, the annular protrusion 1042 is provided with several flow channels, which extend through the inner and outer sides of the annular protrusion 1042. This design prevents a vacuum from being generated inside the annular protrusion 1042 after the moving iron core 102 and the stationary iron core 103 are attracted together, thus avoiding interference with the separation of the moving iron core 102 and the stationary iron core 103. In the illustrated embodiment, the annular protrusion 1042 is provided with a notch 1042a, which forms the flow channels. In the illustrated embodiment, each of the two annular protrusions 1042 located at both ends of the annular body 1041 is provided with a notch 1042a, thereby forming a flow channel. The orthographic projections of these two flow channels on a plane perpendicular to the axial direction of the buffer pad 104 coincide. Alternatively, multiple flow channels can be provided on each of the two annular protrusions 1042 located at both ends of the annular body portion 1041, or one protrusion can have one flow channel and the other can have multiple flow channels; "multiple" refers to two or more. The number of flow channels on the two annular protrusions 1042 located at both ends of the annular body portion 1041 can be the same or different. Alternatively, the orthographic projections of the flow channels on the two annular protrusions 1042 located at both ends of the annular body portion 1041 onto a plane perpendicular to the axial direction of the buffer pad 104 can also be staggered. Alternatively, flow channels can also be formed by providing through holes in the annular protrusions 1042.

[0021] Preferred, such as Figure 1 and Figure 2 As shown, in use, the stationary iron core 103 is located below the moving iron core 102 along the direction of gravity. In this case, the buffer pad 104 is at least partially located above the stationary iron core 103, thereby receiving an upward supporting force from the stationary iron core 103, making it less likely to fall off.

[0022] Specifically, in the illustrated embodiment, the valve component 100 further includes a valve seat 106, a valve seat tube 107, a valve seat core 108, and a sealing plug 109. The valve seat 106 is fixedly connected to the end of the valve sleeve 101 away from the stationary iron core 103; the valve seat tube 107 is fixedly connected to the end of the valve seat 106 away from the valve sleeve 101; the valve seat core 108 is fixedly connected to the end of the valve seat tube 107 away from the valve seat 106; and the sealing plug 109 is fixedly connected to the end of the moving iron core 102 away from the stationary iron core 103. The valve seat core 108 has a first valve port X1, and the valve seat tube 107 has a second valve port X2. When the moving iron core 102 moves axially, the sealing plug 109 moves with the moving iron core 102. When the sealing plug 109 separates from the valve seat core 108, the first valve port X1 is in an open state; when the sealing plug 109 abuts against the valve seat core 108, the first valve port X1 is in a closed state. When the first valve port X1 is open, fluid flowing in from the second valve port X2 can flow out from the first valve port X1 or fluid flowing in from the first valve port X1 can flow out from the second valve port X2.

[0023] More specifically, in the illustrated embodiment, the valve seat 106 has a first stepped surface A and a second stepped surface B on its outer side, and the valve seat core 108 has a third stepped surface C on its outer side. The valve sleeve 101 is fitted over one end of the valve seat 106, with the end of the valve sleeve 101 away from the stationary iron core 103 abutting against the first stepped surface A. The valve seat tube 107 is fitted over the other end of the valve seat 106, with the end of the valve seat tube 107 near the stationary iron core 103 abutting against the second stepped surface B. The valve seat tube 107 is fitted over one end of the valve seat core 108, with the end of the valve seat tube 107 away from the stationary iron core 103 abutting against the third stepped surface C. In this way, the valve seat 106, valve seat core 108, and valve seat tube 107 can be mutually positioned during welding, and the connection reliability after welding is high.

[0024] Specifically, in the illustrated embodiment, the valve component 100 further includes a spring 105, which is located between the moving iron core 102 and the stationary iron core 103, and can provide the moving iron core 102 with an elastic force away from the stationary iron core 103. Both the end of the moving iron core 102 near the stationary iron core 103 and the end of the stationary iron core 103 near the moving iron core 102 are provided with spring mounting grooves, and the two axial ends of the spring 105 are respectively installed in the spring mounting grooves of the stationary iron core 103 and the moving iron core 102. Under the action of the elastic force of the spring 105, the sealing plug 109 can abut more tightly against the valve seat core 108, thereby more tightly closing the first valve port X1.

[0025] Specifically, in the illustrated embodiments, such as Figure 1As shown, the automotive solenoid valve also includes a housing 200, a sealing component, and a coil component 500. The sealing component includes a first sealing ring 300 and a second sealing ring 400. The valve component 100, the sealing component, and the coil component 500 are all located inside the housing 200. The coil component 500 is sleeved on the outside of the valve component 100. The axial movement of the moving iron core 102 is achieved by energizing or de-energizing the coil component 500. The valve seat 106 has a fourth stepped surface D on its outer side, the valve seat core 108 has a fifth stepped surface E, and the housing 200 has a sixth stepped surface F and a seventh stepped surface G on its inner side. The first sealing ring 300 is press-fitted between the fourth stepped surface D and the sixth stepped surface F, and the second sealing ring 400 is press-fitted between the fifth stepped surface E and the seventh stepped surface G.

[0026] Specifically, in the illustrated embodiment, the valve seat core 108 includes a valve seat core body 1081 and a protrusion 1082. The valve seat core body 1081 is fixedly connected to the valve seat tube 107. The protrusion 1082 protrudes from the valve seat core body 1081 towards the sealing plug 109. The outer diameter of the protrusion 1082 is smaller than the outer diameter of the valve seat core body 1081 and also smaller than the outer diameter of the sealing plug 109. In this way, when the sealing plug 109 is closed at the first valve port X1, the sealing plug 109 rests against the protrusion 1082, and a portion of the sealing plug 109 extends radially beyond the protrusion 1082. A space is formed between this portion of the sealing plug 109 and the valve seat core body 1081 for the sealing plug 109 to elastically deform, which is more conducive to the elastic deformation of the sealing plug 109, thereby making it more conducive to the sealing plug 109 tightly closing the first valve port X1.

[0027] Specifically, in the illustrated embodiment, the moving iron core 102 includes a moving iron core body 1021, the outer surface of which guides and engages with the inner surface of the valve seat 106. The moving iron core 102 also includes a boss 1022, which is located at one end of the moving iron core body 1021 near the stationary iron core 103 and protrudes radially from the moving iron core body 1021. This design allows the boss 1022 to abut against the end face of the valve seat 106 near the stationary iron core 103 during assembly, thereby preventing the moving iron core 102 inserted into the valve sleeve 101 from detaching from the valve sleeve 101.

[0028] More specifically, the end of the moving iron core 102 away from the stationary iron core 103 is provided with a connecting portion 1024. The connecting portion 1024 is used to connect the sealing plug 109. In the figure, the connecting portion 1024 has a T-shaped structure. A necked section 1023 is provided between the connecting portion 1024 and the moving iron core body 1021. The outer diameter of the necked section 1023 is smaller than the outer diameter of the moving iron core body 1021. The necked section 1023 is provided with a first conical section 1023a, a cylindrical section 1023b, and a second conical section 1023c in sequence along the direction gradually away from the moving iron core body 1021. The diameter of the first conical section 1023a gradually decreases along the direction gradually away from the moving iron core body 1021, and the diameter of the second conical section 1023c gradually decreases along the direction gradually away from the moving iron core body 1021. The diameter of the cylindrical section 1023b is equal to the minimum diameter of the first conical section 1023a and the maximum diameter of the second conical section 1023c. By setting the aforementioned neck 1023, the gap between the moving iron core 102 and the valve seat 106 can be increased, providing sufficient space for the airflow discharged through the flow passage when the moving iron core 102 and the stationary iron core 103 are attracted together. In addition, it also plays a guiding role, guiding the airflow to the valve port so that it can be discharged from the valve port and avoid the pressure inside the valve from rising.

[0029] The above embodiments can be freely combined without conflict.

[0030] The above examples illustrate the principles and implementation methods of this application. The descriptions of these embodiments are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. A solenoid valve for automobiles, characterized in that, The vehicle solenoid valve includes a valve component (100), which includes a valve sleeve (101), a moving iron core (102), a stationary iron core (103), and a buffer pad (104). The moving iron core (102) is at least partially axially movable and inserted into the valve sleeve (101). The relative position of the stationary iron core (103) and the valve sleeve (101) is fixed. The buffer pad (104) is at least partially located between the moving iron core (102) and the stationary iron core (103). The buffer pad (104) is in close proximity to the stationary iron core (103). The iron core (103) is fixedly connected or axially limited; the stationary iron core (103) has an annular groove (103a) at one end near the moving iron core (102), and the buffer pad (104) includes an annular body (1041), which is embedded in the annular groove (103a). The inner side of the annular body (1041) abuts against the inner side of the annular groove (103a), and the outer side of the annular body (1041) abuts against the outer side of the annular groove (103a).

2. The automotive solenoid valve according to claim 1, characterized in that, The annular body portion (1041) has an annular protrusion (1042) at one or both axial ends, and at least a portion of the annular protrusion (1042) at one end protrudes out of the annular groove portion (103a).

3. The automotive solenoid valve according to claim 2, characterized in that, The annular protrusion (1042) is provided with a plurality of flow channels, which pass through the inner and outer sides of the annular protrusion (1042).

4. The solenoid valve according to claim 3, characterized in that, The annular protrusion (1042) has a notch (1042a), which forms the flow channel.

5. The automotive solenoid valve according to any one of claims 1-4, characterized in that, In use, along the direction of gravity, the stationary iron core (103) is located below the moving iron core (102).

6. The automotive solenoid valve according to any one of claims 1-4, characterized in that, The valve component (100) includes a spring (105), a valve seat (106), a valve seat tube (107), a valve seat core (108), and a sealing plug (109). The spring (105) is located between the moving iron core (102) and the stationary iron core (103), and can provide the moving iron core (102) with an elastic force away from the stationary iron core (103). The valve seat (106) is fixedly connected to the end of the valve sleeve (101) away from the stationary iron core (103). The valve seat tube (107) is fixedly connected to the valve seat (106). The valve seat core (108) is fixedly connected to the valve seat tube (107) at the end away from the valve sleeve (101), and the sealing plug (109) is fixedly connected to the moving iron core (102) at the end away from the stationary iron core (103). The valve seat core (108) is provided with a first valve port (X1), and the valve seat tube (107) is provided with a second valve port (X2). The sealing plug (109) can move with the moving iron core (102) to open or close the first valve port (X1).

7. The automotive solenoid valve according to claim 6, characterized in that, The valve seat (106) has a first stepped surface (A) and a second stepped surface (B) on its outer side, and the valve seat core (108) has a third stepped surface (C) on its outer side. The valve sleeve (101) is sleeved on one end of the valve seat (106), and the end of the valve sleeve (101) away from the stationary iron core (103) abuts against the first stepped surface (A). The valve seat tube (107) is sleeved on the other end of the valve seat (106), and the end of the valve seat tube (107) close to the stationary iron core (103) abuts against the second stepped surface (B). The valve seat tube (107) is sleeved on one end of the valve seat core (108), and the end of the valve seat tube (107) away from the stationary iron core (103) abuts against the third stepped surface (C).

8. The automotive solenoid valve according to claim 6, characterized in that, The moving iron core (102) includes a moving iron core body (1021), the outer side of the moving iron core body (1021) is guided and engaged with the inner side of the valve seat (106), the moving iron core (102) also includes a boss (1022), the boss (1022) is disposed at one end of the moving iron core body (1021) near the stationary iron core (103) and protrudes radially from the moving iron core body (1021), during assembly, the boss (1022) can abut against the end face of the valve seat (106) near the stationary iron core (103).

9. The automotive solenoid valve according to claim 8, characterized in that, The moving iron core (102) is provided with a connecting part (1024) for connecting the sealing plug (109) at one end away from the stationary iron core (103). A necked section (1023) is provided between the connecting part (1024) and the moving iron core body (1021). The outer diameter of the necked section (1023) is smaller than the outer diameter of the moving iron core body (1021).

10. The automotive solenoid valve according to claim 6, characterized in that, The valve seat core (108) includes a valve seat core body (1081) and a protrusion (1082). The valve seat core body (1081) is fixedly connected to the valve seat tube (107). The protrusion (1082) protrudes from the valve seat core body (1081) toward the sealing plug (109). The outer diameter of the protrusion (1082) is smaller than the outer diameter of the valve seat core body (1081) and also smaller than the outer diameter of the sealing plug (109).

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