Safety solenoid valve device, and method for operating a safety solenoid valve device

Abstract

The invention relates to a safety solenoid valve device (1) for a gas pressure tank (2), comprising a main valve (3) which, in a de-energised state, closes a gas passage (4) by means of a main valve body (5) which is biased into its closed position in a housing body (7) by a valve spring (14) via a magnetic armature (6), and the closing pressure surfaces of which are connected, in a control chamber (20), to a valve chamber (44) via an inlet throttle (45), wherein the magnetic armature (6) has, at its end facing away from the valve spring (14), a closing element (16) which, in its closed position, seals a control channel (17) in the main valve body (5), wherein the closing element (16), in its open position, opens the control channel (17) into the control chamber (20) in such a way that the main valve body (5) releases the gas passage (4). In order to functionally improve the safety solenoid valve device (1), the magnetic armature (6) comprises at least one pressure compensation channel (24) which connects the control chamber (17) to a magnetic air gap (25) associated with the magnetic armature (6) in such a way that, during operation of the safety solenoid valve (1), a defined pressure compensation can take place between the magnetic air gap (25) and the control chamber (20), and vice versa, wherein a damping effect is exerted on the magnetic armature (6).

Description

[0001] Description

[0002] title

[0003] The invention relates to a safety solenoid valve device for a gas pressure tank, comprising a main valve which, in a de-energized state, closes a gas passage with a main valve body which is pretensioned into its closed position by a valve spring via a magnet armature in a housing body and whose closing-acting pressure surfaces in a control chamber are connected to a valve chamber via an inlet throttle, wherein the magnet armature has a closing element at its end facing away from the valve spring which, in its closed position, closes a control channel in the main valve body, wherein the closing element, in its open position, opens the control channel into the control chamber such that the main valve body releases the gas passage. The invention further relates to a method for operating such a safety solenoid valve device, preferably in a fuel cell system.

[0004] State of the art

[0005] German patent application DE 10 2018 221 602 A1 discloses a tank device for storing a gaseous medium, in particular hydrogen, with a valve device and a tank, wherein the valve device has a valve housing with a longitudinal axis, in which valve housing an interior space is formed, in which interior space a control valve element movable along the longitudinal axis is arranged, which control valve element cooperates with a valve seat to open and close an outlet opening and thus forms a control valve, wherein the valve device comprises a magnetic coil. German patent application DE 10 2020 201 172 A1 discloses a device for storing compressed gas, for example hydrogen or natural gas, comprising a storage line to which at least one compressed gas container is connected via a valve,The storage line has at least one connecting piece for the gas-tight connection of the at least one compressed gas container, and a safety element is integrated into the connecting piece, which has a filtering function and a shut-off function. German patent application DE 10 2019 214 730 A1 discloses a fuel cell system with at least one fuel cell for converting chemical energy into electrical energy. German patent application DE 10 2021 206 257 A1 discloses a shut-off valve with a servo principle, wherein the opening force of the servo valve and the holding force on the main valve can be achieved by a single coil of a magnetic device.

[0006] Disclosure of the invention

[0007] The object of the invention is to functionally improve a safety solenoid valve device according to the preamble of patent claim 1.

[0008] The object is achieved in a safety solenoid valve device for a gas pressure tank, with a main valve which, in a currentless state, closes a gas passage with a main valve body which is pretensioned into its closed position by a valve spring via a magnet armature in a housing body and whose closing pressure surfaces in a control chamber are connected to a valve chamber via an inlet throttle, wherein the magnet armature has a closing element at its end facing away from the valve spring which, in its closed position, closes a control channel in the main valve body, wherein the closing element, in its open position, opens the control channel into the control chamber such that the main valve body releases the gas passage, in that the magnet armature comprises at least one pressure equalization channel which connects the control chamber to a magnetic air gap assigned to the magnet armature,that during operation of the safety solenoid valve, a defined pressure equalization can occur between the magnetic air gap and the control chamber, and vice versa, exerting a damping effect on the magnetic armature. The gas is preferably a fuel, such as hydrogen or natural gas. The fuel is preferably in pure form; however, depending on the application, for example in internal combustion engines, mixtures of, for example, hydrogen and natural gas are also used, which may additionally contain other components, such as nitrogen or carbon dioxide. The magnetic armature of the safety solenoid valve device interacts with a magnetic coil, which, in conjunction with the magnetic armature, opens or releases the control channel when the magnetic coil is energized. In the de-energized or currentless state of the safety solenoid valve device, i.e., when the magnetic coil is not energized,The pre-tensioned valve spring ensures that the gas passage of the safety solenoid valve device remains closed. The control chamber is pneumatically connected via an inlet throttle, also known as a Z-throttle, to a space surrounding the main valve body, also known as the valve chamber. The valve chamber, in turn, is fluidly connected to the gas pressure tank. The main valve body comprises a control channel with an outlet throttle. The control channel is connected to a system pressure range. A throttle ratio can be specified by the design of the inlet throttle and the outlet throttle. During operation of the safety solenoid valve device, a control pressure corresponding to this throttle ratio is established in the control chamber. By opening or releasing the control channel, the control pressure in the control chamber can be reduced by activating the solenoid armature. This reduces the closing force on the main valve body.until the main valve opens toward the system pressure range. When the control channel is closed again by the closing element on the solenoid armature, the control pressure rises due to the closed outlet throttle in the control chamber, and the main valve closes automatically. This ensures that, in the event of accidents or defects, gas leakage from the gas pressure tank is reliably prevented at all times, because the closing pressure surfaces of the main valve body are always subjected to tank pressure, thus providing sufficient closing forces at both a main valve seat and a pilot valve seat. The claimed safety solenoid valve device is preferably assigned to a gas pressure tank in a mobile application.in particular a hydrogen tank or a natural gas tank in a motor vehicle. The claimed safety solenoid valve device is simple in design and can be manufactured cost-effectively. Furthermore, the claimed safety solenoid valve device permanently meets high safety requirements regarding the gas-tightness of the gas pressure tank during operation. The safety solenoid valve device is advantageously designed for large-scale production. A simple but robust design allows manufacturing influences to be minimized. The claimed safety solenoid valve device can be manufactured with high quality in large quantities. Manufacturing influences relate to the design of the individual components and their handling.but also on the use and placement of auxiliary materials as well as the selection and coordination of a pairing of parts or components with respect to and among each other. The structural arrangement of the individual components in the safety solenoid valve device creates a compact shut-off valve. Due to its integrated, compact design, the structural arrangement meets the highest safety requirements for automotive applications, as well as for stationary applications. The structural design of the safety solenoid valve device succeeded in guiding the required volume flows via the valve geometry despite the compact structure, without the valve geometry having to be subjected to excessive opening forces by the magnetic components. This design objective often results in high speeds of the moving components,which are suddenly decelerated in their end position. This often leads to bouncing and high mechanical stress on the components. Throttle or damper bores, in conjunction with a build-up of pressure or damping volume, can lead to a reduced speed in the component's end position. Due to the reduced end position speed and reduced bouncing behavior of the magnet armature, feedback voltage signals can also be more easily recorded, recognized, and evaluated. When designing servo valves, it is important that the system pressures or pressure differences in the respective areas are present at a specific time in order to achieve the desired component movements without the need for additional force elements. These pressure differences can be advantageously adjusted via the pairing of the component guides. Manufacturing processes,Costs and the state of the art are usually the determining factors. Required manufacturing aids, such as oils and greases, which are required for assembly, can influence and change the design in an uncontrolled manner. The at least one pressure equalization channel used can be easily and precisely tuned, manufactured, and adjusted. Depending on the design, the gas or medium can be delivered directly to a desired area, or another pressure area can be connected via the pressure equalization channel in a desired manner.

[0009] A preferred embodiment of the safety solenoid valve device is characterized in that the pressure equalization channel is designed as a bore in the magnet armature. The bore in the magnet armature is simple and cost-effective to manufacture.

[0010] A further preferred embodiment of the safety solenoid valve device is characterized in that the pressure equalization channel has at least one throttle point. The throttle point can exert its throttling effect in either direction. Alternatively, two throttle points can be provided that throttle in opposite directions. The pressure equalization channel formed with the throttle point is also referred to as a throttle bore, especially if it is designed as a bore.

[0011] A further preferred embodiment of the safety solenoid valve device is characterized in that the throttle point is designed and coordinated with the seat geometry of a control valve seat in such a way that movements of the magnet armature with the closing element are deliberately slowed down during operation of the safety solenoid valve device, so that the seat geometry of the control valve seat is subjected to significantly less mechanical stress. This effectively reduces unwanted wear during operation of the safety solenoid valve device. Furthermore, the desired tightness of the closed control valve seat can be maintained for a longer period.

[0012] A further preferred embodiment of the safety solenoid valve device is characterized in that the throttle point is designed and coordinated with the seat geometry of a main valve seat in such a way that movements of the main valve body during operation of the safety solenoid valve device are deliberately slowed down so that the seat geometry of the main valve seat is subjected to significantly less mechanical stress. Here, too, unwanted wear can be effectively reduced. Furthermore, the tightness of the closed main valve seat can be maintained for longer, even under extreme pressure differences.

[0013] A further preferred embodiment of the safety solenoid valve device is characterized in that the throttle point is designed and coordinated with the preloaded valve spring such that, when the safety solenoid valve device is de-energized, the magnet armature always keeps the closing element closed against a differential pressure of fifteen to one thousand bar. This reliably prevents unwanted gas leakage from the gas pressure tank. The fact that it is de-energized also ensures that no medium, especially gas, can escape uncontrollably from the gas pressure tank in the event of an accident or electrical failure. This is achieved, on the one hand, by the design of the valve spring. Furthermore, the pressure conditions both at the closing element of the magnet armature and at the main valve body are important and must be observed.

[0014] A further preferred embodiment of the safety solenoid valve device is characterized in that a pressure pin made of a non-magnetic material is clamped longitudinally between the magnet armature and the valve spring. This pressure pin rests against one end of the magnet armature with an end face that has a smaller diameter than the end of the magnet armature. Thus, the magnetic air gap required for the function of the safety solenoid valve device can be realized with simple means between the magnet armature and a guide body in which the pressure pin is guided for reciprocating movement.

[0015] A further preferred embodiment of the safety solenoid valve device is characterized in that the pressure equalization channel opens into an annular surface provided at the end of the magnet armature with an inner diameter that is larger than the diameter of the end face of the pressure pin. Thus, the desired pressure equalization between the magnet air gap and the control chamber can be achieved using simple structural means.

[0016] In a method for operating a previously described safety solenoid valve device, preferably in a fuel cell system or a system of an internal combustion engine, the above-mentioned object is achieved alternatively or additionally in that, during operation of the safety solenoid valve device, pressure equalization takes place between the magnetic air gap and the control chamber through the pressure equalization channel, and vice versa, whereby a damping effect is exerted on the magnet armature. The claimed safety solenoid valve device is designed in such a way that, upon intended activation, the parts or components move in a defined and reliable manner according to their function. Furthermore, a switching position can be detected, for example, via feedback voltage peaks of a control current of the magnetic coil, which interacts with the magnet armature, for example during an opening process.It is advantageous if the magnet armature moves in a defined manner and not too quickly into its end position. Due to component tolerances, the use of manufacturing aids, temperature influences, and temperature fluctuations during operation of the safety solenoid valve device, it is particularly advantageous to keep damping within defined limits before reaching the respective end position. This is achieved in manufacturing terms here via the precisely designed throttle bore. In addition, low movement speeds significantly prevent component wear. The invention further relates to a fuel cell system with at least one safety solenoid valve device as described above. Advantageously, in the case of a plurality of gas pressure tanks, at least one claimed safety solenoid valve device is assigned to each of these gas pressure tanks.

[0017] The invention further relates to a system of an internal combustion engine having at least one safety solenoid valve device as described above. Advantageously, in the case of a plurality of gas pressure tanks, each of these gas pressure tanks is assigned at least one claimed safety solenoid valve device.

[0018] The invention further relates to a magnet armature, a pressure pin, and / or a valve spring for a safety solenoid valve device as described above. These parts are sold separately.

[0019] Further advantages, features and details of the invention will become apparent from the following description, in which various embodiments are described in detail with reference to the drawing.

[0020] Short description of the drawing

[0021] They show:

[0022] Figure 1 shows a schematic representation of a gas pressure tank with a safety solenoid valve device in longitudinal section; and

[0023] Figure 2 shows an enlarged section of Figure 1.

[0024] Description of the embodiments

[0025] Figures 1 and 2 show a schematic longitudinal section of a safety solenoid valve device 1. The safety solenoid valve device 1 represents a shut-off valve of a gas pressure tank 2, which is only indicated by a rectangle. An arrow 11 indicates that the gas pressure tank 2 is fluidically connected to the safety solenoid valve device 1. An arrow 13 shows how gas discharged from the gas pressure tank 2 can be selectively discharged via the safety solenoid valve device 1. The gas passes through an open main valve 3 of the safety solenoid valve device 1 into a region 39, which is also only indicated by a rectangle. The region 39 is, for example, a component of a fuel cell system, an internal combustion engine, or an area surrounding the safety solenoid valve device 1.

[0026] The main valve 3 comprises a gas passage 4, which can be closed or opened by a main valve body 5. The main valve body 5 is arranged in a longitudinal direction 29 between a magnet armature 6 and the gas passage 4 in a housing body 9 of a housing 8.

[0027] In addition to the housing body 9, the housing 8 comprises further housing bodies 7 and 10. The magnet armature 6 is preloaded by a valve spring 14 in the longitudinal direction 29 from right to left in Figure 1. The preload force of the valve spring 14 presses the main valve body 5 into its main valve seat 15.

[0028] A control channel 17 in the main valve body 5 is closed by a closing element 16, which is formed at a left-hand end 32 of the magnet armature 6 in Figure 1. The main valve body 5 is combined with a holding body 18, which, with the interposition of a sealing element 19, is guided in the housing 8 together with the main valve body 5 so as to be movable back and forth in the longitudinal direction 29. In the illustrated embodiment, the main valve body 5 is fastened to the main valve body 5 by means of a union nut 48.

[0029] The safety solenoid valve device 1 comprises a control valve or pilot valve 43 with a control chamber 20. The control chamber 20 comprises subchambers 21, 22 and 23, which can also be referred to as control subchambers or, for short, as subchambers, in the housing 8 of the safety solenoid valve device 1. A pressure equalization channel 24 extends through the magnet armature 6. The pneumatic connection required for a closing movement between the control chamber 20 and the space surrounding the main valve body 5, which is also referred to as valve chamber 44, is advantageously implemented by a defined throttle point, for example an inlet throttle bore, which is referred to as an inlet throttle or, for short, as a Z-throttle 45.

[0030] In a further advantageous embodiment without an inlet throttle bore, the sealing element 19 between the control chamber 20 and the valve chamber 44 is replaced by an advantageously defined sealing gap, which simultaneously serves as a Z-throttle and as a guide for the main valve body 5. The Z-throttle 45 also ensures that, when the control valve seat 27 is closed, the closing pressure surfaces on the main valve body 5 and on the magnet armature 6 are permanently subjected to tank pressure, thereby ensuring that sufficient sealing forces are always present at the main valve seat and at the control valve seat.

[0031] The pressure equalization channel 24 connects the subchamber 21 of the control chamber 20 to a magnetic air gap 25, which is formed between a right-hand end 31 of the magnet armature 6 in Figure 1 and a guide body 34 with a guide through-hole 49, in which a pressure pin 28 made of a non-magnetic material is guided so as to be movable back and forth in the longitudinal direction 29. The guide body 34 further comprises a spring chamber 35 in which the valve spring 14 is accommodated. The pressure equalization channel 24 is equipped with at least one throttle point 26.

[0032] Alternatively or additionally, a pressure equalization channel 64 can be provided between the magnet armature 6 and the housing body 7.

[0033] The closing element 16 at the left end 32 of the magnet armature 6 in Figure 1 closes a control valve seat 27 of the control valve or pilot valve 43 of the safety solenoid valve device 1. The control subchamber 22 is connected to the control subchamber 21, for example, via a corresponding clearance of the left end 32 of the magnet armature 6 in Figure 1 in the holding body 18. The control subchamber 21, in turn, which is also referred to as subchamber 21, is connected to the magnetic air gap 25 via the pressure equalization channel 24 with the throttle point 26.

[0034] In the area of ​​the magnetic air gap 25, the pressure equalization channel 24 opens into an annular surface 33, which delimits the magnetic air gap 25 in the longitudinal direction 29. On the opposite side, the magnetic air gap 25 is delimited by the guide body 34. The pressure pin 28 projects into the valve spring 14 with its right-hand end in Figure 1. The valve spring 14 is supported on a collar 40 formed on the pressure pin 28. At its left-hand end in Figure 1, the pressure pin 28 has an end face 30, with which the pressure pin 28 bears radially within the annular surface 33 against the magnet armature 6.

[0035] Figure 1 further shows that additional optional pressure equalization channels 36 and 37 are provided in the guide body 34. Both pressure equalization channels 36, 37 connect the magnetic air gap 25 with the spring chamber 35. The pressure equalization channels 36 and 37 are advantageously also equipped with at least one throttle point.

[0036] The closing element 16 is formed as a cone at the left end 32 of the magnet armature 6 in Figure 1. The cone engages the control channel 17 formed in the main valve body 5 to form the control valve seat 27. The closing element 16, which can be actuated by the magnet armature 6 via a solenoid coil 38, together with the control valve seat 27, forms the control valve 43, which can also be referred to as a pilot valve.

[0037] In the de-energized state of the safety solenoid valve device 1, in which the solenoid coil 38 is not energized, the valve spring 14 with the pressure pin 28 ensures that the control valve or servo valve 43 is pressed via the solenoid armature 6 with the closing element 16 into the control valve seat 27 of the control channel 17. This closes the discharge opening in the direction of the gas pressure tank 2. In this position, the control valve seat 27 and the main valve seat 15 are closed, so that no medium can escape from the gas pressure tank 2 via the gas passage 4. An opening process of the safety solenoid valve device 1 is initiated by energizing the solenoid coil 38 and the resulting magnetic field. The movable solenoid armature 6 is then pulled in the direction of the spring force, i.e. to the right in Figure 1.Due to the movement of the solenoid armature 6, the control valve seat 27 is released from the closing element 16 and medium flows in the direction of the control channel 17, which is also referred to as the discharge channel. This reduces the pressure in the control chamber 20 and, due to the resulting pressure difference at the Z-throttle 45, an inflow of medium into the control chamber 20 begins. Due to the outflow via the control valve 43, which acts as an outlet throttle or A-throttle 46, and the simultaneous inflow via the Z-throttle 45 in the control chamber 20, an intermediate pressure level is established between the system pressure in the area of ​​the collar 39 and the valve chamber pressure in the valve chamber 44. This causes a reduction in the forces on the closing pressure surfaces of the main valve body 5, which ultimately leads to an opening movement of the main valve body 5.

[0038] The subchambers or control subchambers 21 to 23 of the control chamber 20 are all pressurized with the control pressure. The valve chamber 44 comprises subchambers 41, 42, which are pressurized with the tank pressure from the gas pressure tank 2. Area 39, for example, is pressurized with a system pressure. Therefore, area 39 can also be referred to as system pressure area 39.

[0039] The enlarged view of Figure 2 shows that a connecting channel with the inlet throttle 45 extends through the holding body 18. Via the inlet throttle 45, the valve chamber 44 is connected in a throttled manner to the subchamber 21 of the control chamber 20. Subchambers 21 and 22 are pressurized with the control pressure. Via the outlet throttle 46, the control chamber 20 can be connected in a throttled manner to the system pressure area 39 when the control valve 43 opens.

[0040] Via the throttle ratio between the inlet throttle 45 and the outlet throttle 46, the control pressure in the control chamber 20 can be specifically reduced by opening the control valve 43 by energizing the magnet armature 6, in order to displace the main valve body 5 to the right in Figure 2 depending on the pressure, so that the main valve seat 5 opens. A fluidic connection between the gas pressure tank 2 and the valve chamber 44 in the system pressure area 39 is released via the opened main valve seat 15.

[0041] If the magnetic field collapses, either intentionally or unintentionally, and no force acts on the armature 6, the valve spring 14, via the pressure pin, pushes the armature 6 with the closing element 16 back into its control valve seat 27, and the control channel or shut-off channel 17 is closed again. The spring force causes a pressure reduction in the control chamber 20 compared to the valve chamber 44 with the pressure surrounding the main valve body 5. Medium flows through the Z-throttle 45 into the control chamber 20, and the valve spring 14 presses the armature 6 and the main valve body 5 together toward the main valve seat 15 until it is completely closed again. These processes can be repeated as often as required.

[0042] For these processes to function as described, several prerequisites are necessary. First, the seat geometries of the main valve seat 15 and the control valve seat 27 must be small to keep the force required and the dimensions of the components to a minimum. At the same time, the moving components must be well-guided so that they can be moved easily and fitted into the small seat geometries.

[0043] High demands are placed on the guides because, on the one hand, they must provide the most precise mechanical guidance possible, while, on the other, they must act as defined throttle points to dampen the opening and closing movement. However, misalignments and misalignments of the magnet armature 6 alter the flow rate, and manufacturing aids such as greases and oils can further close the guide gap and potentially severely limit unimpeded media exchange. This limitation influences the opening and closing behavior of the safety solenoid valve device 1 and, in the worst case, could lead to failure.

[0044] The pressure equalization channel 24, and optionally the pressure equalization channels 36, 37, allow the medium to be guided from conveniently selected areas into the magnetic air gap 25 and vice versa, without the manufacturing aids used reducing or obstructing the flow of the medium. The pressure equalization channels 24, 36, 37, which are preferably designed as throttle bores, can be manufactured with high precision and over longer areas.

[0045] As can be seen in Figure 1, when the magnet armature 6 moves to the right in Figure 1, the available damping volume in the magnetic air gap 25 is reduced. It can advantageously be discharged in a defined manner via the pressure equalization channel 24, which is designed as a throttle bore. During the closing process, the flow direction reverses, and the discharge throttle bore becomes a filling throttle bore for the magnetic air gap 25. The throttle bore 24 is therefore advantageously dimensioned so that both directions of movement are taken into account and no functional disadvantages arise.

[0046] This advantageously allows for a smoother movement sequence of the moving parts during operation of the safety solenoid valve device 1. Due to the smoother movement sequence, the moving components, and especially the seat geometries, are subjected to less mechanical stress. This effectively reduces wear. Furthermore, the smoother movement sequence allows for clearer signals to be generated and evaluated, which are then fed back to a control unit.

[0047] Feedback from voltage spikes during operation of the solenoid coil 38 can thus provide precise information as to whether the solenoid armature 6 has actually moved to its end stop after being activated. If multiple safety solenoid valve devices 1 are installed, it is possible to determine whether a specific valve is no longer functioning correctly and should perhaps no longer be activated. A recommendation can then be issued to the driver to have the system checked.

[0048] In the area of ​​the magnetic air gap 25, the magnetic field generated by the magnetic coil 38 acts as an opening force on the magnetic armature 6. Furthermore, in the magnetic air gap 25, the armature face acts as the force application surface of the system pressure and is thus responsible for the seating force and thus the tightness of the sealing seats 27, 15. The spring-loaded pressure pin 28 also acts on this surface. The area of ​​the magnetic air gap 25 thus has a very significant influence on the valve behavior. If the media cannot flow into the air gap sufficiently quickly, the valve closes too slowly.

[0049] If, when the solenoid armature 6 opens, a pressure cushion that develops cannot be dissipated quickly enough via the throttle points and guides, thus creating a stronger counterforce together with the spring force of the valve spring 14, this could lead to undesirable malfunction of the valve. For this reason, the pressure equalization in the magnetic air gap

[0050] 25, which is ensured by the pressure equalization channels 24, 36, 37, is of great importance.

Claims

Claims 1 . A safety solenoid valve device (1) for a gas pressure tank (2), comprising a main valve (3) which, in a de-energized state, closes a gas passage (4) with a main valve body (5) which is preloaded into its closed position by a valve spring (14) via a magnet armature (6) in a housing body (7), and whose closing pressure surfaces in a control chamber (20) are connected to a valve chamber (44) via an inlet throttle (45), wherein the magnet armature (6) has, at its end facing away from the valve spring (14), a closing element (16) which, in its closed position, closes a control channel (17) in the main valve body (5), wherein the closing element (16), in its open position, opens the control channel (17) into the control chamber (20) such that the main valve body (5) releases the gas passage (4), characterized in that the magnet armature (6) comprises at least one pressure equalization channel (24),which connects the control chamber (20) to a magnetic air gap (25) associated with the magnet armature (6) in such a way that, during operation of the safety solenoid valve (1), a defined pressure equalization can take place between the magnetic air gap (25) and the control chamber (20), and vice versa, whereby a damping effect is exerted on the magnet armature (6).

2. Safety solenoid valve device (1) according to claim 1, characterized in that the pressure equalization channel (24) is designed as a bore in the magnet armature (6) 3. Safety solenoid valve device (1) according to one of the preceding claims, characterized in that the pressure equalization channel (24) has at least one throttle point (26).

4. Safety solenoid valve device (1) according to claim 3, characterized in that the throttle point (26) is designed and matched to a seat geometry of a control valve seat (27) such that Movements of the magnet armature (6) with the closing element (16) during operation of the safety solenoid valve device (1) are deliberately slowed down so that the seat geometry of the control valve seat (27) is subjected to significantly less mechanical stress.

5. Safety solenoid valve device (1) according to claim 3 or 4, characterized in that the throttle point (26) is designed and matched to a seat geometry of a main valve seat (15) such that movements of the main valve body (5) during operation of the safety solenoid valve device (1) are deliberately slowed down such that the seat geometry of the main valve seat (15) is subjected to significantly less mechanical stress.

6. Safety solenoid valve device (1) according to one of claims 3 to 5, characterized in that the throttle point (26) is designed and coordinated with the prestressed valve spring (14) in such a way that the magnet armature (6) always keeps the closing element (16) closed against a differential pressure of fifteen to one thousand bar in a currentless state of the safety solenoid valve device (1).

7. Safety solenoid valve device (1) according to one of the preceding claims, characterized in that between the magnet armature (6) and the valve spring (14) a pressure pin (28) made of a non-magnetic material is clamped in a longitudinal direction (29), which pressure pin rests on one end of the magnet armature (6) with an end face which has a smaller diameter than the end of the magnet armature (6).

8. Safety solenoid valve device (1) according to claim 7, characterized in that the pressure equalization channel (24) opens into an annular surface (33) provided at the end of the magnet armature (6) with an inner diameter which is larger than the diameter of the end face of the pressure pin (28).

9. Method for operating a safety solenoid valve device (1), preferably in a fuel cell system, characterized in that during operation of the safety solenoid valve device (1) a pressure equalization between the magnetic air gap (25) and the control chamber (20) through the pressure equalization channel (24), and vice versa, whereby a damping effect is exerted on the magnet armature (6).

10. Method for operating a safety solenoid valve device (1) according to one of the preceding claims, in a system of Internal combustion engine, characterized in that during operation of the safety solenoid valve device (1) a pressure equalization takes place between the magnetic air gap (25) and the control chamber (20) through the pressure equalization channel (24), and vice versa, whereby a damping effect is exerted on the magnet armature (6).

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