CN112944011B - Electromagnetic valve structure - Google Patents
Electromagnetic valve structure Download PDFInfo
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- CN112944011B CN112944011B CN202011060004.0A CN202011060004A CN112944011B CN 112944011 B CN112944011 B CN 112944011B CN 202011060004 A CN202011060004 A CN 202011060004A CN 112944011 B CN112944011 B CN 112944011B
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- iron core
- electromagnetic valve
- movable iron
- solenoid valve
- valve assembly
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- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical group [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims description 130
- 230000003068 static effect Effects 0.000 claims description 32
- 238000009434 installation Methods 0.000 abstract description 3
- 230000000712 assembly Effects 0.000 description 4
- 238000000429 assembly Methods 0.000 description 4
- 230000005611 electricity Effects 0.000 description 4
- 238000004891 communication Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000000149 penetrating effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000011835 investigation Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0644—One-way valve
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0675—Electromagnet aspects, e.g. electric supply therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/02—Fluid-pressure mechanisms
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Magnetically Actuated Valves (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention provides a solenoid valve structure, which comprises: a first solenoid valve assembly, a second solenoid valve assembly, and a third solenoid valve assembly; when the first electromagnetic valve component is electrified, one end of the first electromagnetic valve component forms a first passage with a second electromagnetic valve component which is not electrified on one side, and forms a second passage with a third electromagnetic valve component which is not electrified on the other side, when the first electromagnetic valve component is electrified and fails, the other end of the first electromagnetic valve component forms a third passage with the second electromagnetic valve component on one side, and the other end of the first electromagnetic valve component forms a fourth passage with the third electromagnetic valve component on the other side. The electromagnetic valve structure is regularly designed, so that the assembly space of the electromagnetic valve is favorably optimized, and the electromagnetic valve has good position selection on the whole vehicle installation space. The electromagnetic valve structure can normally play a role under the condition of electric connection, and can also use a standby air passage to brake under the condition of electric failure, thereby ensuring that the electromagnetic valve structure can play an emergency function under the condition of unexpected occurrence.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to an electromagnetic valve structure.
Background
Automotive braking systems refer to a series of specialized devices that apply a certain force to certain parts of the vehicle (mainly the wheels) to apply a certain degree of forced braking thereto. The braking system has the functions of: the running automobile is forced to decelerate or even stop according to the requirements of a driver; stably parking the parked automobile under various road conditions (including on a slope); the automobile speed of downhill driving is kept stable. Currently, automobile brake systems are developed towards more reasonable spatial arrangement and higher functional and structural integration. At the same time, it should also be considered how to achieve emergency braking when the power is disabled. Thus, in face of the above development needs, there is a need to propose further solutions.
Disclosure of Invention
The invention aims to provide a solenoid valve structure which overcomes the defects in the prior art.
In order to achieve the above object, the present invention provides a solenoid valve structure comprising: a first solenoid valve assembly, a second solenoid valve assembly, and a third solenoid valve assembly;
When the first electromagnetic valve component is electrified, one end of the first electromagnetic valve component and the second electromagnetic valve component which is not electrified on one side form a first passage, the other end of the first electromagnetic valve component and the third electromagnetic valve component which is not electrified on the other side form a second passage, when the first electromagnetic valve component is electrified and fails, the other end of the first electromagnetic valve component and the second electromagnetic valve component on one side form a third passage, and the other end of the first electromagnetic valve component and the third electromagnetic valve component on the other side form a fourth passage.
As the improvement of the solenoid valve structure of this valve, first solenoid valve subassembly includes: the first movable iron core and the first static iron core, when the first electromagnetic valve assembly is electrified, the first movable iron core and the first static iron core are mutually attracted, and the first movable iron core opens or closes the first air inlet of the electromagnetic valve structure.
As the improvement of the electromagnetic valve structure of the valve, one end of the first movable iron core is also sleeved with a first return spring.
As the improvement of the electromagnetic valve structure of the valve, the first movable iron core is communicated with the central axis at an angle, the first static iron core is axially communicated with the second air inlet of the electromagnetic valve structure, and one end of the first static iron core is communicated with the second air inlet of the electromagnetic valve structure.
As the improvement of the solenoid valve structure of this valve, the second solenoid valve subassembly includes: the second movable iron core, the second static iron core and the third movable iron core;
When the second electromagnetic valve assembly is electrified, the second movable iron core and the third movable iron core are respectively attracted with the second static iron core, the second movable iron core opens or closes a passage between the first electromagnetic valve assembly and the second electromagnetic valve assembly, and the third movable iron core switches a first brake air outlet and a first air outlet of the electromagnetic valve structure.
As the improvement of the electromagnetic valve structure of the valve, one end of the second movable iron core is also sleeved with a second return spring, and one end of the third movable iron core is also sleeved with a third return spring.
As the improvement of the electromagnetic valve structure of the valve, the second movable iron core is communicated with the central axis at an angle, the second static iron core and the third movable iron core are axially communicated, the other end of the third movable iron core is also provided with a first valve support, the first valve support is axially communicated, one side of the first valve support is provided with a first brake air outlet, and one end of the first valve support is provided with a first air outlet.
As the improvement of the solenoid valve structure of this valve, the third solenoid valve subassembly includes: a fourth movable iron core, a third stationary iron core and a fifth movable iron core;
When the third electromagnetic valve assembly is electrified, the fourth movable iron core and the fifth movable iron core are respectively attracted with the third static iron core, the fourth movable iron core opens or closes a passage between the first electromagnetic valve assembly and the third electromagnetic valve assembly, and the fifth movable iron core switches a second brake air outlet and a second air outlet of the electromagnetic valve structure.
As the improvement of the electromagnetic valve structure of the valve, one end of the fourth movable iron core is also sleeved with a fourth return spring, and one end of the fifth movable iron core is also sleeved with a fifth return spring.
As the improvement of the electromagnetic valve structure of the valve, the fourth movable iron core is communicated with the central axis at an angle, the third static iron core and the fifth movable iron core are axially communicated, the other end of the fifth movable iron core is further provided with a second valve support, the second valve support is axially communicated, one side of the second valve support is provided with a second brake air outlet, and one end of the second valve support is provided with a second air outlet.
Compared with the prior art, the invention has the beneficial effects that: the electromagnetic valve structure is regularly designed, so that the assembly space of the electromagnetic valve is favorably optimized, and convenience is provided for the follow-up fault investigation or maintenance while the position selection is good on the whole vehicle installation space. The electromagnetic valve structure can normally play a role under the condition of electric connection, and can also use a standby air passage to brake under the condition of electric failure, thereby ensuring that the electromagnetic valve structure can play an emergency function under the condition of unexpected occurrence.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present invention, and other drawings may be obtained according to the drawings without inventive effort to those skilled in the art.
FIG. 1 is a schematic diagram of an embodiment of a solenoid valve structure according to the present invention;
Fig. 2 is a schematic diagram illustrating the operation of the solenoid valve structure of fig. 1.
Detailed Description
The present invention will be described in detail with reference to the following embodiments, but it should be understood that these embodiments are not limiting, and functional, method, or structural equivalents and alternatives thereof by those skilled in the art are within the scope of the present invention.
As shown in fig. 1, an embodiment of the present invention provides a solenoid valve structure, which includes: a first solenoid valve assembly 1, a second solenoid valve assembly 2 and a third solenoid valve assembly 3.
In the embodiment, the electromagnetic valve is regularly designed, so that the assembly space of the electromagnetic valve is optimized. Specifically, three solenoid valve assemblies are integrated into a housing, each of the three being located in a geographic solenoid valve cavity. The second solenoid valve assembly 2 is located at one side of the first solenoid valve assembly 1, and the third solenoid valve assembly 3 is located at the other side of the first solenoid valve assembly 1.
The electromagnetic valve structure of the embodiment can normally exert the function under the condition of electric connection, and can also use the standby air path to brake under the condition of electric failure, thereby ensuring that the electromagnetic valve structure can also exert the emergency function under the condition of unexpected occurrence.
Specifically, when the first solenoid valve assembly 1 is energized, one end of the first solenoid valve assembly 1 forms a first passage with the second solenoid valve assembly 2 that is not energized on one side, and forms a second passage with the third solenoid valve assembly 3 that is not energized on the other side, and brake gas can be output through the first passage and the second passage. So that the braking function can be normally exerted under the condition of electric connection. When the first electromagnetic valve component 1 fails in power-on, the other end of the first electromagnetic valve component 1 and the second electromagnetic valve component 2 on one side form a third passage, and the other end of the first electromagnetic valve component 1 and the third electromagnetic valve component 3 on the other side form a fourth passage. The standby air circuit is used for braking, so that the emergency function can be exerted under the condition of unexpected occurrence.
The first solenoid valve assembly 1 includes: a first movable core 11 and a first stationary core 12. When the first electromagnetic valve assembly 1 is electrified, the first movable iron core 11 and the first static iron core 12 are mutually attracted, and a certain distance is initially kept between the first movable iron core and the first static iron core. In this way, the first movable core 11 can open the first air inlet of the solenoid valve structure when energized, and the first movable core 11 can close the first air inlet of the solenoid valve structure when not energized. Meanwhile, in order to facilitate the restoration of the first movable iron core 11 after the attraction, one end of the first movable iron core 11 is further sleeved with a first return spring 13, which provides a restoring force of the first movable iron core 11.
Simultaneously, the first movable iron core 11 is arranged in a penetrating way at an angle with the central axis, the first static iron core 12 is arranged in an axial penetrating way, and one end of the first static iron core is communicated with the second air inlet of the electromagnetic valve structure. Thus, when the first movable iron core 11 and the first static iron core 12 are separated, the second air inlet, the air passage in the first static iron core 12 and the air passage in the first movable iron core 11 form a standby air passage for braking.
The second solenoid valve assembly 2 includes: a second movable iron core 21, a second stationary iron core 22, and a third movable iron core 23. Wherein, the second static iron core 22 is initially kept at a certain distance from the second movable iron core 21 and the third movable iron core 23 at both sides.
When the second electromagnetic valve assembly 2 is electrified, the second movable iron core 21 and the third movable iron core 23 are respectively mutually attracted with the second static iron core 22, the second movable iron core 21 opens or closes a passage between the first electromagnetic valve assembly 1 and the second electromagnetic valve assembly 2, and the third movable iron core 23 switches a first brake air outlet and a first air outlet of the electromagnetic valve structure.
In this way, when the second solenoid valve assembly 2 is not energized, the respective cores of the second solenoid valve assembly 2 form a passage, enabling communication between the first solenoid valve assembly 1 and the second solenoid valve assembly 2. Meanwhile, in order to facilitate the restoration of the second movable iron core 21 after the attraction, one end of the second movable iron core 21 is further sleeved with a second return spring 25, which provides a restoring force of the second movable iron core 21.
In order to realize the exhaust function, the second movable iron core 21 is arranged to be communicated with the central axis at an angle, the second static iron core 22 and the third movable iron core 23 are arranged to be axially communicated, the other end of the third movable iron core 23 is also provided with a first valve support 24, the first valve support 24 is arranged to be axially communicated, one side of the first valve support is provided with a first brake air outlet, and one end of the first valve support is provided with the first air outlet. Correspondingly, the third movable iron core 23 is also sleeved with a third return spring 26, which provides a return force of the third movable iron core 23.
The third solenoid valve assembly 3 includes: fourth movable core 31, third stationary core 32, and fifth movable core 33. Wherein, the third stationary core 32 is initially kept at a certain distance from the fourth moving core 31 and the fifth moving core 33 on both sides.
When the third electromagnetic valve assembly 3 is electrified, the fourth movable iron core 31 and the fifth movable iron core 33 are respectively attracted with the third static iron core 32, the fourth movable iron core 31 opens or closes a passage between the first electromagnetic valve assembly 1 and the third electromagnetic valve assembly 3, and the fifth movable iron core 33 switches a second brake air outlet and a second air outlet of the electromagnetic valve structure.
In this way, when the third solenoid valve assembly 3 is not energized, the respective cores of the third solenoid valve assembly 3 form a passage, and communication between the first solenoid valve assembly 1 and the third solenoid valve assembly 3 is achieved. Meanwhile, in order to facilitate the return after the fourth moving core 31 is attracted, one end of the fourth moving core 31 is further sleeved with a fourth return spring 35, which provides a return force of the fourth moving core 31.
In order to realize the exhaust function, the fourth movable iron core 31 is arranged to be communicated with the central axis at an angle, the third static iron core 32 and the fifth movable iron core 33 are arranged to be axially communicated, the other end of the fifth movable iron core 33 is also provided with a second valve support 34, the second valve support 34 is arranged to be axially communicated, one side of the second valve support 34 is provided with a second brake air outlet, and one end of the second valve support is provided with the second air outlet. Correspondingly, the fifth movable iron core 33 is also sleeved with a fifth return spring 36, which provides a restoring force of the fifth movable iron core 33.
As shown in fig. 2, the working principle of the electromagnetic valve structure of the present embodiment is as follows:
The 1-port is used as an air source input port, the ventilation state is kept conventionally, and the 1-port sensor monitors the pressure of the air source input port;
the 21-port pressure sensor monitors the residual air pressure after the 41-port exhaust gas from the 21-port;
The 22-port pressure sensor monitors the residual air pressure after the 41-port exhaust gas is exhausted from the 21-port;
The 4 ports are connected with a control gas circuit on the whole vehicle EBS system, and the 4 ports are used for monitoring the pressure of the control gas circuit;
the 5 ports are connected with an air suspension system on the whole vehicle EBS system, and the 5 ports of sensors monitor the load pressure of the whole vehicle;
When the brake is started, the 4-port sensor senses the air pressure of the control air passage, and meanwhile, the circuit board makes the action of switching on the first electromagnetic valve assembly, so that the air passage is smooth, and air is output from the 41-port or 42-port to the TEBS E electromagnetic valve, so that the brake is performed. The second and third solenoid valve assemblies are turned on to indicate that the braking action is completed, and the gas output from the port 41 or the port 42 to the TEBS E solenoid valve is discharged, and the gas is discharged from the port 21 or the port 22, so that the first, second and third solenoid valve assemblies are turned off and return to the initial state under the action of the spring.
When the electricity fails, the 4 ports are used as air sources, and the air sources are output to the TEBS E electromagnetic valve from the 41 ports or the 42 ports, so that braking is performed, the function is used as a standby function, braking can be performed when the electricity fails, and driving safety is guaranteed.
Based on the above working principle, the working process of the electromagnetic valve structure of this embodiment is as follows:
(1) When electricity does not fail:
When the pressure sensor at the 4 openings collects the air pressure information, the first electromagnetic valve assembly 1 is electrified, the first static iron core 12 assembly is attracted with the first movable iron core 11, a passage is opened, the gas in the A cavity rapidly enters the B1 cavity, the gas in the B1 cavity is communicated with the B2 cavity and the B3 cavity, the gas rapidly fills the B2 cavity and the B3 cavity, when the electromagnetic valves at the left side and the right side are not electrified, the second electromagnetic valve assembly 2 and the third electromagnetic valve assembly 3 at the two sides are all passages, the gas in the B2 cavity and the B3 cavity respectively reaches the C1 cavity and the C2 cavity through the internal passages of the parts of the second electromagnetic valve assembly 2 and the third electromagnetic valve assembly 3, and the third movable iron core 23, the first valve support 24, the fifth movable iron core 33 and the second valve support 34 are sealed, so that the gas in the C1 cavity is output at the 41 openings, and the gas in the C2 cavity is output from the 42 openings to the trailer TEBS E electromagnetic valve, and braking is performed.
When the second electromagnetic valve assembly 2 and the third electromagnetic valve assembly 3 are electrified, the second static iron core 22 is attracted with the second movable iron core 21 and the third movable iron core 23 on two sides, the third static iron core 32 is attracted with the fourth movable iron core 31 and the fifth movable iron core 33 on two sides to form a seal so as to prevent gas communication on two sides, the first valve support 24 and the second valve support 34 are opened to form a passage, gas output from a port 41 needs to be discharged in a cavity of the trailer TEBS E electromagnetic valve, the gas is discharged from a C1 cavity through a D1 cavity at a port 21, and the gas is discharged from a C2 cavity through a D2 cavity at a port 22.
The solenoid valve is de-energized, and the first, second and third solenoid valve assemblies return to an original state under the action of the first, second, third, fourth and fifth return springs.
(2) When the electricity fails:
the pressure sensor at port 4 collects the air pressure information, air pressure is input from port 4 to the cavity E, the first static iron core 12 and the first movable iron core 11 are passages, air in the cavity E rapidly reaches the cavity B1, the air in the cavity B1 is filled to the cavity B2 and the cavity B3, then the air in the cavity B2 and the air in the cavity B3 respectively reach the cavity C1 and the cavity C2 through the internal passages of the parts of the second electromagnetic valve assembly 2 and the third electromagnetic valve assembly 3, and the space between the third movable iron core 23 and the first valve support 24, the fifth movable iron core 33 and the second valve support 34 is sealed, so that the air in the cavity C1 is output from port 41, and the air in the cavity C2 is output from port 42 to the trailer TEBS E electromagnetic valve, and braking is performed. The function is used as a standby braking effect for ensuring safety when the electric failure occurs.
In conclusion, the electromagnetic valve structure is regularly designed, so that the assembly space of the electromagnetic valve is favorably optimized, the position selection is good on the whole vehicle installation space, and meanwhile, convenience is provided for the follow-up fault detection or maintenance. The electromagnetic valve structure can normally play a role under the condition of electric connection, and can also use a standby air passage to brake under the condition of electric failure, thereby ensuring that the electromagnetic valve structure can play an emergency function under the condition of unexpected occurrence.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
Furthermore, it should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is provided for clarity only, and that the disclosure is not limited to the embodiments described in detail below, and that the embodiments described in the examples may be combined as appropriate to form other embodiments that will be apparent to those skilled in the art.
Claims (8)
1. A solenoid valve structure, characterized in that it comprises: a first solenoid valve assembly, a second solenoid valve assembly, and a third solenoid valve assembly;
The first solenoid valve assembly includes: the electromagnetic valve comprises a first movable iron core and a first static iron core, wherein when the first electromagnetic valve assembly is electrified, the first movable iron core and the first static iron core are mutually attracted, the first movable iron core opens or closes a first air inlet of the electromagnetic valve structure, the first movable iron core is communicated with a central axis at an angle, the first static iron core is axially communicated with the central axis, and one end of the first static iron core is communicated with a second air inlet of the electromagnetic valve structure;
When the first electromagnetic valve component is electrified, a first passage is formed between one end of the first electromagnetic valve component and the second electromagnetic valve component which is not electrified on one side, a second passage is formed between the first electromagnetic valve component and the third electromagnetic valve component which is not electrified on the other side, when the first electromagnetic valve component is electrified and fails, a third passage is formed between the other end of the first electromagnetic valve component and the second electromagnetic valve component on one side, and a fourth passage is formed between the other end of the first electromagnetic valve component and the third electromagnetic valve component on the other side;
The second solenoid valve assembly includes: the second movable iron core, the second static iron core and the third movable iron core; when the second electromagnetic valve assembly is electrified, the second movable iron core and the third movable iron core are respectively attracted with the second static iron core, and the second movable iron core closes a passage between the first electromagnetic valve assembly and the second electromagnetic valve assembly;
the third solenoid valve assembly includes: a fourth movable iron core, a third stationary iron core and a fifth movable iron core; when the third electromagnetic valve assembly is electrified, the fourth movable iron core and the fifth movable iron core are respectively attracted with the third static iron core, and the fourth movable iron core closes a passage between the first electromagnetic valve assembly and the third electromagnetic valve assembly.
2. The solenoid valve structure of claim 1 wherein said first plunger further houses a first return spring at one end thereof.
3. The solenoid valve structure of claim 1 wherein said third plunger switches a first brake outlet and a first exhaust outlet of said solenoid valve structure.
4. The electromagnetic valve structure according to claim 3, wherein one end of the second movable iron core is further sleeved with a second return spring, and one end of the third movable iron core is further sleeved with a third return spring.
5. The electromagnetic valve structure according to claim 3, wherein the second movable iron core is arranged to be penetrated through at an angle to the central axis, the second static iron core and the third movable iron core are arranged to be penetrated through axially, a first valve support is further arranged at the other end of the third movable iron core, the first valve support is arranged to be penetrated through axially, the first brake air outlet is formed in one side of the first valve support, and the first air outlet is formed in one end of the first valve support.
6. The solenoid valve structure of claim 1 wherein said fifth plunger switches a second brake outlet and a second exhaust outlet of said solenoid valve structure.
7. The electromagnetic valve structure according to claim 6, wherein one end of the fourth movable iron core is further sleeved with a fourth return spring, and one end of the fifth movable iron core is further sleeved with a fifth return spring.
8. The electromagnetic valve structure according to claim 6, wherein the fourth movable iron core is disposed at an angle to the central axis, the third stationary iron core and the fifth movable iron core are disposed axially through, the other end of the fifth movable iron core is further provided with a second valve support, the second valve support is disposed axially through, one side of the second valve support is provided with the second brake air outlet, and one end of the second valve support forms the second air outlet.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011060004.0A CN112944011B (en) | 2020-09-30 | 2020-09-30 | Electromagnetic valve structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011060004.0A CN112944011B (en) | 2020-09-30 | 2020-09-30 | Electromagnetic valve structure |
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| Publication Number | Publication Date |
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| CN112944011A CN112944011A (en) | 2021-06-11 |
| CN112944011B true CN112944011B (en) | 2024-06-21 |
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| CN202011060004.0A Active CN112944011B (en) | 2020-09-30 | 2020-09-30 | Electromagnetic valve structure |
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Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111572520A (en) * | 2020-06-11 | 2020-08-25 | 西安正昌电子股份有限公司 | Single-channel air pressure adjusting device of electric control braking system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102006044765A1 (en) * | 2006-09-20 | 2008-04-03 | Wabco Gmbh | Two-stage solenoid valve for an electropneumatic valve control unit |
| CN210106460U (en) * | 2019-01-28 | 2020-02-21 | 武汉理工大学 | Automatically controlled automatic air-vent valve towards vehicle air brake |
| CN111720565A (en) * | 2019-03-19 | 2020-09-29 | 浙江盾安禾田金属有限公司 | Electromagnetic valve |
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2020
- 2020-09-30 CN CN202011060004.0A patent/CN112944011B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111572520A (en) * | 2020-06-11 | 2020-08-25 | 西安正昌电子股份有限公司 | Single-channel air pressure adjusting device of electric control braking system |
Non-Patent Citations (1)
| Title |
|---|
| 间接式低功耗电磁阀;吴明辉;;宁夏机械;20071215(04);第62-64页 * |
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