Electromagnetic actuator assembly, pressure regulation module and vehicle brake system including the electromagnetic actuator assembly

Abstract

The electromagnetic actuator assembly (101) comprises at least one first electromagnetic actuator (BV), the first coil assembly (201) having at least one first coil core (202) and first coils (203, 204), and a movable magnetic first armature body (208), the first armature body (208) being movable from a first position to a second position (149) by a magnetic field generated by the first coil assembly (201), in which the first armature body (208) is attracted towards a first surface (205) arranged opposite the first armature body (208) and in contact with the first coil core (202). (BV), and at least one second electromagnetic actuator (EV, AV), comprising a second coil assembly (301) having at least one second coil core (302) and second coils (303, 304), and a movable magnetic second armature body (308), the second armature body (308) having a damping device (309) provided on the second armature body (308), movable from a first position to a second position (149) by a magnetic field generated by the second coil assembly (301), in which the second armature body (308) is attracted towards a second surface (305) and abuts against the second surface (305) by the damping device (309). In this case, the first surface (205) and the second surface (305) are formed to have the same structure.

Description

[Technical Field]

[0001] The present invention relates to an electromagnetic actuator assembly comprising at least one first and one second electromagnetic actuator, a pressure modulation module for a vehicle braking system and a vehicle braking system comprising such an electromagnetic actuator assembly.

[0002] Electromagnetic actuator assemblies, e.g., with a plurality of tilting armature valves, are used, for example, for pressure regulation in vehicle braking systems and air handling systems, for example, in commercial vehicles or passenger buses. For example, a braking system for a vehicle with an electronic service brake system comprises a plurality of electromagnetic valves for pressure regulation, e.g., in the form of inlet and outlet valves for a pressure regulation module.

[0003] Such an electromagnetic actuator assembly and a tilting armature valve configured for such an electromagnetic actuator assembly are known, for example, from German Patent Application No. DE 102014115206. This known tilting armature valve serves to provide an improved control valve for a vehicle pressure regulating module. The tilting armature valve, in particular, comprises a coil element with at least one coil core, a coil arranged radially surrounding the coil core, an armature (so-called tilting armature) supported by a support at one end thereof and movable from a first position to a second position by actuation of the coil, and a spring for moving the armature, which applies a force to the armature to move it toward the first position. A sealing element is arranged on the side of the armature opposite the coil element. A valve seat with an outlet and an inlet for a fluid is formed in the half shell. In this case, the outlet is fluid-tight closable by the sealing element in the first position of the armature.

[0004] Furthermore, other constructions of such solenoid valves are known and are described, for example, in DE 102014115207 A1, DE 102018123997 A1 or DE 102016105532 A1.

[0005] Due to the often-different requirements imposed on such applications, e.g., different operating conditions and functional requirements imposed on electromagnetic actuators or valves, different actuator designs are typically used for different configurations, e.g., inlet valves, outlet valves, or backup valves, tailored to the respective requirements and operating conditions. For example, in German Patent No. 102014115206, a perforated disk is provided that provides a stop for the damping element when the armature is positioned in or moved to a second position. The perforated disk thus configured offers the advantage of easily realizing a single-component concept. Therefore, tilting armature valves configured as backup valves are primarily distinguished by a separate perforated disk and additional ports. The perforated disk allows the tilting armature valve to be configured as a normally closed or directional control valve for backup applications.

[0006] However, besides the positive effect of reduced noise generation, the damping element can have a negative effect on the magnetic force acting on the armature body, since it increases the air gap between the armature body and the coil core, thus increasing the magnetic resistance, which often reduces the efficiency of the solenoid valve.

[0007] The object of the present invention is to improve the electromagnetic actuator assembly of the type described at the beginning in such a way that a relatively high efficiency of the actuator assembly and, nevertheless, low manufacturing costs are possible, even when different functional requirements are imposed on the individual electromagnetic actuators.

[0008] The present invention relates to an electromagnetic actuator assembly of the type described at the beginning, to a pressure regulation module for a vehicle braking system and to a vehicle braking system comprising a pressure regulation module equipped with such an electromagnetic actuator assembly, as set forth in the accompanying independent claims. Advantageous configurations and refinements of the invention are set forth in the dependent claims and the following description.

[0009] In particular, one aspect of the present invention relates to an electromagnetic actuator assembly including at least one first electromagnetic actuator, the first coil assembly including at least one first coil core and a first coil disposed around the first coil core, and a movable magnetic first armature body as a movable actuator element, the first armature body being movable from a first position to a second position by a magnetic field generated by the first coil assembly, wherein in the second position, the first armature body is attracted toward and in contact with a first surface disposed opposite the first coil core and different from the first coil core. Furthermore, there is provided at least one second electromagnetic actuator, the second electromagnetic actuator comprising a second coil assembly including at least one second coil core and a second coil disposed around the entire circumference of the second coil core, and a movable magnetic second armature body as a movable actuator element, the second armature body having a second damping device disposed thereon, the second armature body being movable from a first position to a second position by a magnetic field generated by the second coil assembly, and at the second position, the second armature body being attracted toward a second surface and abutting against the second surface by the second damping device, wherein at least the first surface and the second surface are formed with the same structure.

[0010] Another aspect of the invention relates to a pressure modulation module for a vehicle braking system including such an electromagnetic actuator assembly.Furthermore, the invention relates to a vehicle braking system including such a pressure modulation module.

[0011] The present invention provides an electromagnetic actuator assembly that allows for relatively high efficiency of the actuator assembly and, nevertheless, low manufacturing costs, even when different functional requirements are imposed on the individual electromagnetic actuators. For example, it is desirable to reduce the noise generated by the switching operation, which is often annoying when actuators are frequently switched in vehicle braking systems, for example during passenger transport, when undamped armature contact generates intense, loud, structure-borne noise that can be perceived as annoying by bus passengers or passersby, by using a damping element provided on the armature body. In contrast, the present invention recognizes that for actuators that are switched less frequently, the damping element can often be omitted, thereby reducing the air gap between the armature body and the coil core and thus increasing the efficiency of the actuator. The present invention allows both advantages to be combined in an actuator assembly, in particular a pressure regulating module for a vehicle braking system, without significantly increasing the number of components for actuators with different functional requirements. This is because, for both actuators with different abutment surfaces, with or without a damping element, the same coil design can be used, for example, due to the same structure of first and second surfaces located opposite each armature body, thereby reducing manufacturing costs. Thus, the present invention allows one common coil design to be used for armature bodies of different configurations, thereby keeping manufacturing costs low.

[0012] According to one embodiment, the first surface is formed on a first component of the first electromagnetic actuator, and the second surface is formed on a second component of the second electromagnetic actuator. In this case, the first component and the second component are formed with the same structure. This reduces the number of differently configured components for each actuator, thereby reducing manufacturing costs.

[0013] According to one embodiment, the first component is at least one member of the first coil assembly, and the second component is at least one member of the second coil assembly. For example, the first component is one member or the entire first coil assembly, and the second component is one member or the entire second coil assembly. This allows the coil assemblies to have at least a partially identical structural design.

[0014] According to one embodiment, the first component comprises a first coil and the second component comprises a second coil, which allows for an at least partially common coil design to be used.

[0015] According to one embodiment, additionally or alternatively, the first component includes a first coil core and the second component includes a second coil core, which also allows for the use of at least partially the same structural design of the coil assemblies.

[0016] According to one embodiment, the first armature body is supported by a first support assembly and the second armature body is supported by a second support assembly formed with the same structure as the first support assembly, thereby also allowing the use of one common support concept with the same structure.

[0017] According to one embodiment, the first surface of the first electromagnetic actuator has at least one abutment contour configured to be in contact with the first armature body at the second position, which provides the advantage that even if the first coil core is possibly worn at the abutment surface due to frequent direct abutment of the first armature body, there is still an abutment contour available at the second position against which the first armature body can also abut without further wearing the coil core.

[0018] According to one embodiment, the first and second armature bodies are formed as plate-like armatures.

[0019] According to one embodiment, the first electromagnetic actuator is configured as a de-energized open actuator, in particular as a de-energized open valve element, and the second electromagnetic actuator is configured as a de-energized closed actuator, in particular as a de-energized closed valve element, which constitutes an advantageous application area of ​​the actuator assembly according to the invention.

[0020] According to one embodiment, the first and second electromagnetic actuators are formed as electromagnetic valve devices with a first or second armature body as a respective valve element, and in particular, the first and second electromagnetic actuators are formed as respective solenoid valves.

[0021] According to one embodiment, the first and second electromagnetic actuators are formed as respective tilting armature valves.

[0022] In an advantageous embodiment, the first and second electromagnetic actuators are configured as respective solenoid valves for a pressure regulation module of the vehicle.

[0023] In addition to the first and second actuators, the actuator assembly according to the present invention may also advantageously include at least one third electromagnetic actuator, the third coil assembly including at least one third coil core and a third coil arranged around the third coil core, and a movable magnetic third armature body as a movable actuator element, the third armature body having a third damping device disposed thereon, the third armature body being movable from a first position to a second position by a magnetic field generated by the third coil assembly, the third armature body being attracted toward a third surface and abutting against the at least third surface by the third damping device. In this case, the third surface is also formed with the same structure as the first and second surfaces. This allows for at least a partial common coil design to be used for the at least three actuators.

[0024] According to one embodiment, the electromagnetic actuator assembly is configured for a pressure modulation module of a vehicle brake system, with the second electromagnetic actuator configured as an inlet valve, the third electromagnetic actuator configured as an outlet valve, and the first electromagnetic actuator configured as a backup valve. According to one embodiment, the electromagnetic actuator assembly further includes a control device connectable to the first to third electromagnetic actuators for control and energization / de-energization thereof, the control device configured such that the first electromagnetic actuator is energized at the start of vehicle braking and de-energized at the end of vehicle braking, and the second and third electromagnetic actuators are energized and de-energized multiple times, respectively, due to pressure changes during braking between the start and end of vehicle braking. The actuators configured to suit each range of use enable a relatively high efficiency of the actuator assembly, even when different functional demands are imposed on the individual electromagnetic actuators, while still allowing the number of components to be kept low, for example, at least in part through a common coil design.

[0025] The embodiments described herein may be used simultaneously or in any combination with one another.

[0026] The present invention will be described in detail below with reference to the drawings. [Brief explanation of the drawings]

[0027] [Figure 1] 1 is a schematic diagram of a vehicle brake system including a pressure regulation module and an actuator assembly according to one embodiment of the present invention; [Figure 2] 1 is a schematic cross-sectional view of a plurality of exemplary electromagnetic actuators in the form of tilting armature valves that may be used in an actuator assembly according to one embodiment of the present invention; [Figure 3] 3A and 3B are schematic diagrams of the armature body of each of the electromagnetic actuators shown in FIG. 2 according to each embodiment of the present invention.

[0028] The designation of individual elements as "first," "second," or "third" elements in this disclosure serves to uniquely identify each element without a specific reference number and characterizes it as belonging to a given actuator, and should be understood as merely a distinguishing designation, and not as a numbering, enumeration, or number of elements. That is, for example, an element may be referred to as, for example, a "second" element, even though there is not necessarily a corresponding "first" element of the same function or structure.

[0029] In the following description, the same reference numbers are used for the same elements or for elements that act similarly.

[0030] 1 shows a schematic diagram of a vehicle brake system 104 of a vehicle 100. The vehicle brake system 104 includes a pressure regulation module 102 according to an embodiment of the present invention. The pressure regulation module 102 includes an actuator assembly 101 according to an embodiment of the present invention, which includes, among other things, a plurality of solenoid valves. The illustrated form of the pressure regulation module 102 is a preferred embodiment. However, the actuator assembly 101 according to the present invention can also be advantageously used in fundamentally different configurations.

[0031] 1, the vehicle 100 is, for example, a commercial vehicle, such as a truck or a passenger bus. The pressure regulating module 102 is part of an electronic vehicle brake system 104. The vehicle brake system 104 comprises at least one brake cylinder 2 and a pressure regulating module 102 assigned to the brake cylinder 2. The pressure regulating module 102 comprises an inlet solenoid valve EV, an outlet solenoid valve AV, and a backup valve BV, each of which is an electromagnetic actuator. The inlet solenoid valve EV, the outlet solenoid valve AV, and the backup valve BV thus together, as embodiments of the respective electromagnetic actuators, form an embodiment of an actuator assembly 101 according to the invention.

[0032] The inlet solenoid valve EV is connected to the reservoir air container 1. By operating the inlet solenoid valve EV or the outlet solenoid valve AV, a preset pressure is regulated by an electronic brake control device (schematically shown in the form of a control device SG) when braking the vehicle 100. Furthermore, the backup solenoid valve BV is connected via a backup line to a conventional backup system 4 (also called a backup circuit), to which pressure is applied during braking, for example via a pneumatic foot brake valve. The backup system 4 serves to enable braking of the vehicle 100 despite failure of the electrical pressure regulation. For this purpose, the inlet solenoid valve EV and the outlet solenoid valve AV are closed in the de-energized state (i.e., the respective valve elements are closed in the de-energized state; often referred to as "normally closed" or "NC"), and the backup solenoid valve BV is open in the de-energized state (i.e., the valve element is open in the de-energized state; often referred to as "normally open" or "NO").

[0033] An electronic control device SG (e.g. in the form of or comprising one or more microprocessors) is provided, for example, in an ECU (Electronic Control Unit) of the vehicle 100, and is wired or wirelessly connectable to the solenoid valves EV, AV, BV for controlling and enabling energizing and de-energizing thereof, respectively. The control device SG is configured so that the solenoid valve BV is energized at the start of braking of the vehicle 100 and de-energized at the end of braking of the vehicle 100. In response to pressure changes controlled by the control device SG, the solenoid valves EV, AV are energized and de-energized, respectively, multiple times during braking between the start and end of braking of the vehicle 100.

[0034] Thus, an inlet solenoid valve EV is provided for inflation and an outlet solenoid valve AV is provided for venting. According to one embodiment, the electronic control device SG measures the pressure via a pressure sensor and increases the pressure via the inlet solenoid valve EV and decreases the pressure via the outlet solenoid valve AV according to a desired setpoint. Both solenoid valves EV and AV are frequently switched depending on the pressure change and are therefore frequently energized and de-energized. This switching generates structure-borne noise when the armature body impacts the respective coil core. To reduce this noise, it is advantageous for both solenoid valves to be damped via a damping device (e.g., in the form of a rubber abutment).

[0035] In contrast, the backup solenoid valve BV is energized at the start of braking and de-energized at the end of braking. As a result, since this solenoid valve switches only once during braking, the present invention recognizes that structure-borne noise is generally not excessively disturbing and that, since rubber damping is not required, it is possible to increase the magnetic force with the same excitation by reducing the air gap between the armature body and the coil core.

[0036] Advantageous embodiments of actuators that can be used as an inlet solenoid valve EV or an outlet solenoid valve AV and a backup solenoid valve BV are shown in Figures 2 and 3. Figure 2 shows schematic cross-sectional views of exemplary tilting armature valve-type solenoid valves EV, AV, and BV that can be used in an actuator assembly according to one embodiment of the present invention, configured as either an NC solenoid valve or an NO solenoid valve. In this case, solenoid valves EV and AV are identical in structure and are shown in cross-sectional views of two common cross sections along section lines AA and CC, respectively. Solenoid valve BV is shown simply in cross-section along section line AA (see the plan view of solenoid valves EV, AV, and BV shown in the lower part of Figure 2, which is the same for all three solenoid valves).

[0037] Figure 3 shows a schematic plan view of the armature bodies 208, 308 of each of the solenoid valves EV, AV, BV shown in Figure 2 according to each embodiment of the present invention, as well as a plan view of the surfaces 205, 305 of the coil bobbins 203, 303 of the solenoid valves EV, AV, BV shown in Figure 2 (as seen from below when the armature bodies 208, 308 are not assembled).

[0038] First, the functional form of a solenoid valve in the form of a tilting armature valve is described in detail in this specification with reference to the solenoid valves EV and AV. It should be noted in this context that the basic functional form of an electromagnetic actuator, such as a valve device of this type with an armature body as a valve element movable by a magnetic field, is known to those skilled in the art. The electromagnetic actuator assembly according to the invention can basically be used not only for solenoid valves but also for electrical switching devices, such as electrical relays. Preferably, the electromagnetic actuator assembly according to the invention with a solenoid valve, preferably a tilting armature valve, is used in the braking system of a vehicle, in particular a commercial vehicle.

[0039] In this embodiment, the solenoid valves EV and AV are formed with the same structure, and each mainly includes a cylindrical housing 307 (made of, for example, a magnetic material) in this example, as well as a coil assembly 301 including at least one coil core 302 and a coil arranged around the entire circumference of the coil core 302. The coil then includes a coil bobbin 303 (made of, for example, plastic) and a coil winding 304 that generates a magnetic field via the coil core 302.

[0040] FIG. 2 shows a cross-sectional view of the solenoid valves EV and AV. In these solenoid valves EV and AV, the armature body (or armature for short) 308 is located in the second position 149, where the armature 308 is attracted by the magnetic field generated by the coil assembly 301. The opposite end of one end of the armature 308 is supported by a support assembly 306. This support assembly 306 may have various configurations, as described in the aforementioned publications. In this embodiment, the support assembly 306 has, for example, a substantially semi-cylindrical support protrusion 316 on the coil former 303 and a corresponding recess 317 on the armature body 308. However, other support configurations are also possible, with or without an additional spring element. In this embodiment, the armature body 308 is pressed toward the coil former 303 at the support by, for example, a coil spring.

[0041] Thus, the armature 308 is movable between a first position (not shown) in which the armature 308 is separated from the coil former 303 and a second position 149 in which the armature 308 is attracted to the coil former 303. When the coil winding 304 is energized, the armature 308 may be moved to and held in the second position 149. A sealing element 311 is disposed on the surface of the armature 308 opposite the coil former 303. As is known, this sealing element 311 allows or blocks fluid flow in the form of a switching valve. When the armature 308 is disposed in the separated position (non-energized closed; NC), the outlet of the solenoid valve can be closed fluid-tightly by the sealing element 311. However, the valve function of the sealing element 311 may be realized in a different manner.

[0042] In addition to the sealing element 311, at least one damping device in the form of one or, as in the illustrated configuration, multiple damping bodies 309 is arranged on the armature 308. The sealing element 311 is arranged on the side of the armature 308 opposite the coil former 303. Furthermore, one or more damping bodies 309 are arranged on the side of the armature 308 facing the coil former 303. In the illustrated embodiment, the sealing element 311 and the one or more damping bodies 309 are formed integrally. However, the sealing element 311 and the one or more damping bodies 309 may also be formed separately from each other and attached to the armature 308. In one embodiment, both the sealing element 311 and the one or more damping bodies 309 are made of an elastomer, e.g., rubber. The coil core 302, the housing 307, and the armature 308 comprise a magnetically conductive material. When the armature 308 is positioned in the second position 149, the fluid outlet 312 is open and the solenoid valves EV and AV are switched to pass or allow flow.

[0043] When the armature 308 is attracted towards the surface 305 (and thus towards the face of the coil former 303 that faces the armature 308), the armature 308 is moved to the second position 149. In this second position 149, the armature 308 abuts against the surface 305 by the damping device 309. That is, in the second position 149, the damping device 309 is arranged between the armature 308 and the surface 305. The damping material of the one or more damping bodies 309 is preferably provided such that, upon abutment movement of the armature 308 towards the coil former 303, the damping material is elastically deformed by compression of the bulges when abutting against the surface 305 of the coil former 303, thereby providing spring-elastic damping of the impact. The damping device in the form of the one or more damping bodies 309 thus serves as an elastically deformable stop for the armature 308, which in the illustrated configuration is in the form of a plate-shaped armature. This makes it possible to suppress or prevent vibrations of the plate-like armature and annoying noise emissions, in particular structure-borne noise, which may occur, for example, due to impacts or rocking or during rapid movement of the plate-like armature to the open position.Other geometries and / or materials other than rubber for the damping device or damping body may also be used.

[0044] 1, the inlet solenoid valve EV and the outlet solenoid valve AV are configured to be frequently switched during braking operation. In contrast, the solenoid valve BV is certainly configured based on a similar solenoid armature principle, but unlike the solenoid valves EV and AV, it is configured as a solenoid valve that is open when not energized and does not have a damping device.

[0045] 2 also shows a cross-sectional view of solenoid valve BV. In solenoid valve BV, armature 208 is also in second position 149, where armature 208 is attracted by the magnetic field generated by coil assembly 201. The opposite end of one end of armature 208 is supported by support assembly 206. While support assembly 206 may be formed in a different form from support assembly 306, it is advantageous to form support assembly 206 with the same structure as the support assemblies of solenoid valves EV and AV, thereby enabling the use of the same coil design and reducing the number of different components. Accordingly, support assembly 206 has support protrusions 216 corresponding to support protrusions 316 on coil bobbin 203 and recesses 217 corresponding to recesses 317 on armature 208.

[0046] The armature 208 is also movable between a first position (not shown) in which the armature 208 is displaced from the coil former 203, and an attracted second position 149, as shown. When the coil winding 204 is energized, the armature 208 may be moved to and held in the second position 149. When the armature 208 is in the displaced position (de-energized and open; NO), the outlet of the solenoid valve is open. Unlike the solenoid valves EV and AV, the armature 208 is attracted toward, but does not necessarily abut against, a surface 205 of the coil former 203 located opposite the armature 208. Although the armature 208 is indeed attracted toward the surface 205, it directly contacts the coil core 202, and therefore contacts the contact surface 212 of the coil core 202, which is different from the surface 205 of the coil bobbin 203. This has the advantage that there is substantially no air gap between the coil core 202 and the armature 208 for the magnetic flux. This reduces the magnetic resistance between the coil core 202 and the armature 208, and improves the efficiency of the solenoid valve. As a result, the armature body 208 of the electromagnetic actuator BV abuts against the surface of the coil core 202.

[0047] However, according to one embodiment, the surface 205 of the solenoid valve BV advantageously has at least one further abutment contour 210, which is configured so that the armature 208 comes into contact with this abutment contour 210 at the second position 149 during abutment, at least over its entire service life. The abutment contour 210 is formed, for example, on the coil bobbin 203. The abutment contour 210 is formed, for example, as a protrusion, preferably made of a plastic material. The protrusion is positioned so as to compensate for any gradual wear of the contact surface 212 of the coil core 202 (which is made, for example, from steel, just like the armature 208), which may occur due to frequent direct abutment of the armature 208. In other words, when the armature 208 is in the second position 149, the protrusion 210 is recessed relative to the contact surface 212, so that the armature 208 only abuts against the contact surface 212 of the coil core 202, so that, as it were, steel strikes steel. As the contact surface 212 is increasingly worn away or plastically deformed by frequent abutments and the resulting wear, the contact surface 212 and the protrusion 210 are aligned in the plane of the armature surface in the second position 149, so that the armature 208 subsequently abuts against the protrusion 210 over its useful life. This advantageously avoids further wear of the coil core contact surface 212, while the armature 208 continues to be in direct contact with the coil core 202. As a result, first, the armature 208 abuts against the coil core 202, and after the coil core 202 and / or the armature 208 are deformed, the abutment contour portion 210 for the stopper of the armature 208 provided on the coil bobbin 203 becomes effective.

[0048] 3 shows in detail that the surface 205 of the coil bobbin 203 and the surface 305 of the coil bobbin 303, both of which face the respective armatures 208, 308, are formed with the same structure. This can also be seen in the cross-sectional view AA of FIG. 2. The surfaces 305 of the solenoid valves EV, AV thus also have, for example, protrusions 310 (shaped identically to the abutment contours or protrusions 210). However, in this case, these protrusions 310 do not have the aforementioned function. In this context, "the same structure" means in particular that the surfaces have the same three-dimensional surface structure and the same three-dimensional surface shape.

[0049] In particular, "same structure" means that the surfaces of the same structure are structurally identical to one another, thereby having the same three-dimensional surface structure and surface shape. In this case, possible manufacturing errors are not significant. In other words, the surfaces of the same structure certainly have the same structural and geometrical design, but they do not necessarily have to be identical in terms of their three-dimensional shape and / or structure. This is because, in actual production, manufacturing errors or other slight deviations often occur between different production lots of components or components with the same design.

[0050] Surfaces 205, 305 are preferably formed on each coil former. Surfaces 205, 305 in particular form the surfaces facing each armature. In this case, only an air gap exists between the armature and the surface (at least in the armature 308, in the region where the damping element 309 is not present). For completeness, Figure 3 also shows respective gates 213, 313 that may be used in the manufacture of each coil former.

[0051] According to one embodiment, the surface 205 is formed on a first component of the solenoid valve BV, for example, on the coil former 203, and the surface 305 is formed on a second component of the solenoid valves EV, AV, for example, on the corresponding coil former 303. Advantageously, the first and second components are formed with the same structure. This reduces the number of differently configured components for each solenoid valve, thereby reducing manufacturing costs.

[0052] According to one embodiment, the components having the same structure are specific or individual components of each coil assembly. In other words, the first component is at least one component of the coil assembly 201, and the second component is at least one component of the coil assembly 301. For example, the first component is one component of the coil assembly 201 (e.g., coils 203, 204 and / or coil core 202) or the entire coil assembly 201, and the second component is, correspondingly, one component of the coil assembly 301 or the entire coil assembly 301. For example, coil assemblies 201, 301 having the same coil cores 202, 302, coil formers 203, 303, and coil windings 204, 304 may be used. Coil assemblies having the same structure may have fewer or more components having the same structure. For example, coil assemblies having the same structure may be assembled into each solenoid valve as pre-assembled modules. This allows the use of at least partially the same structural design for each coil assembly 201, 301. Using the same coil design for three solenoid valves allows for an increase in the number of components, reducing the number of parts. This increase in the number of coil assemblies further reduces manufacturing costs.

[0053] In particular, the term "same structure" in the context of the present invention means that each component or element of the same structure is structurally identical to one another (whereby these components or elements have the same three-dimensional shape and structure). In this case, possible manufacturing errors are immaterial. In other words, components or elements of the same structure certainly have the same design structurally and geometrically, but do not necessarily have to be identical in terms of their three-dimensional shape and / or structure. This is because, in actual production, for example, manufacturing errors or other slight deviations often occur between different production lots of components or elements of the same design. For example, components or elements of the same structure exist as pre-assembled modules or elements (or components) of the same design.

[0054] An advantage of the present invention is that one common coil assembly design (or coil design for short) can be used for the NC solenoid valves EV, AV and the NO solenoid valve BV. The armature contact surface is formed in different shapes for each coil assembly. For the solenoid valves EV, AV, the armature contacts the plastic surface of the coil bobbin via a rubber damper at surface 305, while for the solenoid valve BV, the armature contacts the coil core directly at coil core 202 (contact surface 212).

[0055] Different armature configurations allow different contact surfaces to be used with one coil design. In the solenoid valve BV, it is advantageous for the armature to directly contact the coil core. When the armature is energized, direct contact with the armature creates no or only a very small air gap. This small air gap is advantageous because the solenoid valve is energized for the entire braking time, and a reduction in the holding current is required after engagement to limit heating. A small air gap allows the holding current to be reduced sufficiently, thereby minimizing heating. For other applications, the solenoid valve BV may optionally be configured as a 3 / 2-position solenoid valve, in particular one with two valve seats. For example, another port may be connected to bore 214, thereby enabling the function of a 3 / 2-position solenoid valve.

[0056] In solenoid valves EV and AV, it is advantageous to suppress contact via a damping device in order to reduce structure-borne noise. This noise has negative consequences inside the vehicle's cabin. In this specification, to achieve effective damping, energy is introduced from the armature into the coil assembly via the damping device. The damping body design must be selected so that the armature does not contact the coil core with negative acceleration. Otherwise, structure-borne noise will increase significantly.

[0057] The same coil design for the three solenoid valves allows for an increased number of components and a reduced number of parts. This increased coil assembly reduces manufacturing costs. At the same time, the present invention allows for a relatively high overall efficiency of the solenoid valve assembly, even when the functional requirements imposed on the individual solenoid valves and solenoid valves of different structural types, such as NC solenoid valves or NO solenoid valves, are different. This is because damping elements are omitted where they are not needed, thereby increasing efficiency. [Explanation of symbols]

[0058] EV inlet solenoid valve AV Outlet Solenoid Valve BV Backup Valve SG control device 1 Reservoir container 2 brake cylinders 4. Backup system / backup circuit 100 vehicles 101 Actuator Assembly 102 Pressure Regulation Module 104 Vehicle Brake System 149 Second Position 201,301 Coil assembly 202,302 Coil core 203,303 Coil winding frame 204,304 Coil winding 205,305 surface 206,306 Support Assembly 207,307 Housing 208,308 Armature body 210,310 Contact contour / protrusion 212 Contact surface 213,313 gates 214 holes 216,316 Support protrusion 217,317 recesses 309 Damping Device 311 Sealing Elements 312 Fluid outlet

Claims

1. An electromagnetic actuator assembly (101), comprising: at least one first electromagnetic actuator (BV), the first electromagnetic actuator (BV) comprising: a first coil assembly (201) having at least one first coil core (202) and first coils (203, 204) arranged around the entire circumference of the first coil core (202); and a movable magnetic first armature body (208) as a movable actuator element, the first armature body (208) being movable from a first position to a second position (149) by a magnetic field generated by the first coil assembly (201), wherein at the second position (149), the first armature body (208) is attracted in the direction of a first surface (205) arranged opposite the first armature body (208) and in contact with the first coil core (202); At least one second electromagnetic actuator (EV, AV) includes a second coil assembly (301) having at least one second coil core (302) and second coils (303, 304) arranged around the entire circumference of the second coil core (302), and a movable magnetic second armature body (308) as a movable actuator element, the second armature body (308) being a second electromagnetic actuator (EV, AV) having a second damping device (309) mounted on the second coil assembly (301), movable from a first position to a second position (149) by a magnetic field generated by the second coil assembly (301), wherein the second armature body (308) is attracted toward a second surface (305) at the second position (149) and is in contact with the second surface (305) by the second damping device (309); Equipped with The first surface (205) and the second surface (305) are formed with the same structure. An electromagnetic actuator assembly (101).

2. 2. The electromagnetic actuator assembly of claim 1, wherein the first surface (205) is formed on a first component (202, 203, 204) of the first electromagnetic actuator (BV), the second surface (305) is formed on a second component (302, 303, 304) of the second electromagnetic actuator (EV, AV), and the first component (202, 203, 204) and the second component (302, 303, 304) are formed with the same structure as each other.

3. 3. The electromagnetic actuator assembly of claim 2, wherein the first component (202, 203, 204) is at least one member of the first coil assembly (201), and the second component (302, 303, 304) is at least one member of the second coil assembly (301).

4. 4. The electromagnetic actuator assembly according to claim 2, wherein the first components (202, 203, 204) include the first coils (203, 204) and the second components (302, 303, 304) include the second coils (303, 304).

5. 4. The electromagnetic actuator assembly according to claim 2, wherein the first component (202, 203, 204) includes the first coil core (202), and the second component (302, 303, 304) includes the second coil core (302).

6. 3. The electromagnetic actuator assembly of claim 1, wherein the first armature body is supported by a first support assembly, and the second armature body is supported by a second support assembly formed with the same structure as the first support assembly.

7. The electromagnetic actuator assembly according to claim 1 or 2, wherein the first armature body (208) of the first electromagnetic actuator (BV) abuts against a surface of the first coil core (202).

8. 8. The electromagnetic actuator assembly according to claim 7, wherein the first armature body (208) first abuts against the first coil core (202), and after deformation of the first coil core (202) and / or the first armature body (208), another abutment contour (210) provided on a coil bobbin (203) of the first coil assembly (201) becomes effective.

9. 3. The electromagnetic actuator assembly according to claim 1, wherein the first and second armature bodies (208, 308) are formed as plate-like armatures.

10. 3. The electromagnetic actuator assembly according to claim 1, wherein the first electromagnetic actuator (BV) is configured as an actuator that is open when de-energized, in particular as a valve element that is open when de-energized, and the second electromagnetic actuators (EV, AV) are configured as actuators that are closed when de-energized, in particular as valve elements that are closed when de-energized.

11. 3. The electromagnetic actuator assembly according to claim 1, wherein the first and second electromagnetic actuators (BV, EV, AV) are formed as electromagnetic valve devices, in particular as electromagnetic valves, each having the first or second armature body (208, 308) as a valve element.

12. 3. An electromagnetic actuator assembly according to claim 1, wherein said first and second electromagnetic actuators (BV, EV, AV) are each formed as a tilting armature valve.

13. 3. The electromagnetic actuator assembly according to claim 1, wherein the first and second electromagnetic actuators (BV, EV, AV) are formed as respective solenoid valves for a pressure regulation module (102) of a vehicle.

14. The electromagnetic actuator assembly includes at least one third electromagnetic actuator (EV, AV), which includes a third coil assembly (301) having at least one third coil core (302) and third coils (303, 304) arranged around the entire circumference of the third coil core (302), and a movable magnetic third armature body (308) as a movable actuator element, and the third armature body (308) includes a third coil (303, 304) disposed on the third armature body (308). a third electromagnetic actuator (EV, AV) having a damping device (309) and movable from a first position to a second position (149) by a magnetic field generated by the third coil assembly (301), wherein at the second position (149), the third armature body (308) is attracted toward a third surface (305) and abuts against at least the third surface (305), preferably a coil bobbin (303) of the third coil assembly (301), by the third damping device (309); The third surface (305) is formed with the same structure as the first and second surfaces (205, 305).

3. The electromagnetic actuator assembly according to claim 1 or 2.

15. 15. The electromagnetic actuator assembly of claim 14, wherein the electromagnetic actuator assembly is configured for a pressure regulation module (102) of a vehicle braking system (104), the second electromagnetic actuator (EV) is configured as an inlet valve, the third electromagnetic actuator (AV) is configured as an outlet valve, and the first electromagnetic actuator (BV) is configured as a backup valve.

16. The electromagnetic actuator assembly includes: a control device (SG) connectable to the first, second and third electromagnetic actuators (BV, EV, AV) for controlling and energizing / de-energizing each of them; and The control device (SG) is configured such that the first electromagnetic actuator (BV) is energized at the start of braking of the vehicle (100) and is de-energized at the end of braking of the vehicle (100), and the second electromagnetic actuator (EV) and the third electromagnetic actuator (AV) are each energized and de-energized multiple times due to pressure changes during braking between the start and end of braking of the vehicle (100).

16. The electromagnetic actuator assembly of claim 15.

17. 3. The electromagnetic actuator assembly according to claim 1, wherein the first electromagnetic actuator (BV) is configured as a three-port two-position electromagnetic valve.

18. A pressure regulation module (102) for a vehicle brake system (104) comprising an electromagnetic actuator assembly (101) according to claim 1 or 2.

19. A vehicle brake system (104) comprising a pressure regulation module (102) according to claim 18.

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