CN110892184B

CN110892184B - Hydraulic or pneumatic valves

Info

Publication number: CN110892184B
Application number: CN201880050489.XA
Authority: CN
Inventors: V.舒比切夫; V.埃德尔曼; A.加尔特
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2017-08-02
Filing date: 2018-06-14
Publication date: 2023-03-03
Anticipated expiration: 2038-06-14
Also published as: KR102571423B1; CN110892184A; WO2019025069A1; DE102017213341A1; KR20200033317A

Abstract

The invention relates to a throttle element (50) for a hydraulic or pneumatic valve (52) and/or for a hydraulic or pneumatic assembly (34), which can be mounted on and/or in the hydraulic or pneumatic valve (52) and/or on and/or in the hydraulic or pneumatic assembly (34), wherein at least one throttle bore (54) is formed on the throttle element (50), and wherein the at least one throttle bore (54) is formed on the throttle element (50) in a non-central manner. The invention also relates to a hydraulic or pneumatic valve (52) and a hydraulic or pneumatic assembly for a brake system of a vehicle. The invention further relates to a method for producing a throttle element (50) for a hydraulic or pneumatic valve (52) and/or for a hydraulic or pneumatic assembly, a method for producing a hydraulic or pneumatic valve (52), and a method for producing a hydraulic or pneumatic assembly.

Description

Hydraulic or pneumatic valves

Technical Field

The present invention relates to a hydraulic or pneumatic valve and to a hydraulic or pneumatic assembly for a braking system of a vehicle.

Background

Fig. 1 shows a schematic view of a conventional valve known to the applicant as internal prior art.

A conventional (hydraulic) valve 10, which is schematically illustrated in fig. 1, has a valve housing which is formed by a valve housing 12, a housing 14 and a radial filter 16. Arranged in the valve 10 are an angular body 18, a sealing bush 20, a sealing ball 22, an armature 24, an inner sleeve 26 and a spring/return spring 28, wherein the sealing bush 20 is supported on the inner sleeve 26 by means of the spring 28. The valve 10 is fixed in a receiving bore 32 of a (hydraulic) assembly 34 by means of a stamped bush 30 in such a way that a fluid transfer between a first connecting bore 36 and a second connecting bore 38 can be controlled by means of the valve 10, the two connecting

bores

36 and 38 opening out at the receiving bore 32. Furthermore, an axial filter 40 is inserted into the receiving bore 32 on the inner side of the valve 10 facing away from the stamped liner 30.

Further conventional valves are described, for example, in DE102010043622A1 and US 5931445A. Furthermore, DE201015208876 A1 relates to a hydraulic assembly for a vehicle brake system.

Disclosure of Invention

The present invention provides a hydraulic or pneumatic valve and a hydraulic or pneumatic assembly for a braking system of a vehicle.

The advantage of the invention is that it provides a possible solution for causing a diversion of the converging/bunched liquid or gas flow by means of a throttling mechanism in such a way that at least one subsequent (hydraulic or pneumatic) component is not damaged by the converging/bunched liquid or gas flow. In particular, the invention preferably causes a deflection of the central liquid or gas jet above and/or in the hydraulic or pneumatic valve. The invention thus contributes to extending the service life/durability of hydraulic or pneumatic components, such as in particular hydraulic or pneumatic valves. Thus, maintenance costs and/or spare part costs can be saved by means of the invention.

In an advantageous embodiment of the hydraulic or pneumatic valve, at least two non-central throttle bores are formed on the throttle member. By means of the position or geometry of the at least two non-centered orifices, the previously converged/bunched liquid or gas flow, even the previously converged/bunched liquid or gas flow with a locally high flow velocity, can be diverted so reliably that the kinetic energy of the previously converged/bunched liquid or gas flow is distributed. This results in a uniform incident flow of the at least one subsequent (hydraulic or pneumatic) component, so that the respective hydraulic or pneumatic component is subjected to only comparatively low forces. The service life/durability of the respective hydraulic or pneumatic component can thereby be significantly increased.

Furthermore, the throttle member can be designed as a filter holder such that the filter can be fastened or fastened to the throttle member. Thus, the embodiments of the throttling mechanism described herein are multifunctional.

For example, the cylindrical shell-shaped section of the throttle element can be fixed on and/or in the hydraulic or pneumatic valve and/or on and/or in the hydraulic or pneumatic assembly in such a way that it contacts the contact surface of the hydraulic or pneumatic valve or hydraulic or pneumatic assembly. Preferably, a rotational symmetry axis about which the cylindrical shell-shaped section of the throttle member is rotationally symmetrical can be defined in this case. In each case, a central axis can also be defined for at least one throttle bore, which central axis runs centrally through the associated throttle bore. In this case, it is preferred that the rotational symmetry axis runs parallel offset to at least one center axis of the at least one throttle bore. This ensures a reliable diversion of the (previously converging/bunching) liquid flow or gas flow flowing through the at least one orifice.

In an advantageous development of the hydraulic or pneumatic valve, the at least one throttle bore is formed on a first side of the cylindrical shell-shaped section and on a second side of the cylindrical shell-shaped section a flange is formed, in which the filter can be fastened or held.

As will be explained in more detail below, such a throttle mechanism can be easily manufactured and can be used in many ways.

The advantages described above are also achieved in a hydraulic or pneumatic assembly for a brake system of a vehicle having such a hydraulic or pneumatic valve.

Drawings

Further features and advantages of the invention are explained below with the aid of the figures. Wherein:

FIG. 1 illustrates a schematic diagram of a conventional valve;

FIG. 2 shows a schematic diagram of one embodiment of a hydraulic or pneumatic valve; and is

Fig. 3 shows a flow chart for explaining an embodiment of a method for producing a throttle mechanism for a hydraulic or pneumatic valve and/or for a hydraulic or pneumatic assembly, which is not within the scope of the invention.

Detailed Description

Fig. 2 shows a schematic illustration of an embodiment of a throttle mechanism or a hydraulic or pneumatic valve constructed therewith.

The throttle element 50 schematically illustrated in fig. 2 is designed, for example, for use in a hydraulic or pneumatic valve 52 in such a way that the throttle element 50 can be mounted on and/or in the hydraulic or pneumatic valve 52. However, the features described below can also have a throttle device which is designed for use in a hydraulic or pneumatic unit in such a way that it can be mounted on and/or in the hydraulic or pneumatic unit.

The throttle mechanism 50 can also be referred to as a throttle plate 50 and/or a throttle 50. At least one throttle opening 54 is formed in the throttle element 50. This can also be expressed as: the throttle element 50 has at least one throttle bore 54 or is "pierced" by at least one throttle bore 54. The at least one throttle hole 54 can be described as a "through hole" in the throttle mechanism 50. The throttle means 50 thus causes a cross-sectional narrowing (above and/or in the hydraulic or pneumatic valve 52) and in this way a throttling of the liquid or gas flow flowing through the at least one throttle opening 54. The throttle element 50 thus performs the function of volume flow throttling.

The at least one throttle bore 54 is formed eccentrically on the throttle member 50. Thus, in addition to throttling, the throttle means 50 also causes a diversion of the previously converging/converging liquid or gas flow, which is guided through the at least one throttle bore 54. The previously converging/converging liquid or gas flows are defocused or deflected in this way. The kinetic energy of the liquid flow or the gas flow is thereby redistributed in such a way that at least one subsequent component is protected against damage caused by the liquid flow or the gas flow. ("the at least one component" can also refer to a hydraulic or pneumatic component.) the service life/durability of the at least one subsequent component can be significantly extended in this way. Even relatively sensitive/sensitive components are better protected from damage due to liquid or gas flow when used with the throttle mechanism 50.

In the exemplary embodiment of fig. 2, the throttle mechanism 50 is part of a hydraulic or pneumatic valve 52, wherein the throttle mechanism 50 is exemplarily fixed above and/or in the through-flow opening of the valve sleeve 12 of the hydraulic or pneumatic valve 52. The valve housing 12, together with the housing 14 and the radial filter 16, forms a "valve housing" for a hydraulic or pneumatic valve 52. For example, the hydraulic or pneumatic valve 52 additionally has an angle body 18, a sealing bushing 20, a sealing ball 22, an armature 24, an inner sleeve 26 and a spring/return spring 28, wherein the sealing bushing 20 is supported on the inner sleeve 26 by means of the spring 28. The hydraulic or pneumatic valve 52 is furthermore fixed by means of the stamped bush 30 on and/or in a (not shown) receiving bore of the (hydraulic or pneumatic) assembly. However, the configuration of the hydraulic or pneumatic valve 52 described here should be interpreted merely as an example.

The position of the throttle element 50 shown in fig. 2 causes a deflection of the fluid jet (of the upstream or main stage) which flows centrally through the valve 52. Due to the non-centered/eccentric position of the at least one throttle bore 54 of the throttle element 50, the kinetic energy of the fluid jet is modified/distributed in such a way that the components 14 to 30 of the hydraulic or pneumatic valve 52 are reliably protected against damage caused by the fluid jet. This protection is suitable without taking into account the flow direction of the fluid jet, i.e. irrespective of whether the fluid jet flows into the valve 52 through the at least one throttle opening 54 or flows out of the valve 52 through the at least one throttle opening 54. The hydraulic or pneumatic valve 52 shown in fig. 2 therefore has a significantly improved service life/durability.

The valve 52 of fig. 2 is used to control the inflow or outflow of liquid or to control the flow direction of liquid. The valve 52 schematically shown in fig. 2 is merely an exemplary solenoid valve, in particular a currentless closed distributor/high-pressure distributor valve.

At least two non-central/eccentric throttle orifices 54 are advantageously formed in the throttle element 50. The throttle mechanism 50 of fig. 2 illustratively has four non-centered/eccentric throttle holes 54 (two non-centered throttle holes 54 are illustrated). However, the constructability of the throttle mechanism 50 is not limited to a certain number of throttle holes 54.

As can be seen in fig. 2, a central longitudinal axis 56, which runs centrally through the associated throttle bore 54, can be defined for each of the at least one throttle bore 54 of the throttle element 50. The throttle element 50 also has, for example, a cylindrical shell-shaped section 50a, in which a rotational symmetry axis 58 can be defined, about which the cylindrical shell-shaped section 50a of the throttle element 50 is rotationally symmetrical. (in the exemplary embodiment of fig. 2, the rotational symmetry axis 58 also corresponds to the jet axis/center axis of the flow opening of the valve sleeve 12/valve 52.) the non-centered/eccentric position of the at least one throttle bore 54 can thus be described as: the rotational symmetry axis 58 runs parallel offset (in each case at a distance different from zero) with respect to the at least one center axis 56 of the at least one throttle bore 54.

The cylindrical shell-shaped section 50a of the throttle element 50 can be fixed on and/or in the valve 52 in such a way that the cylindrical shell-shaped section 50a contacts the contact surface 12a of the valve sleeve 12 surrounding the throughflow opening. The at least one throttle opening 54 is formed on the first side of the cylindrical shell-shaped section 50a on the "pierced (by the at least one throttle opening)" bottom section 50b ". Alternatively or additionally, however, the at least one throttle opening 54 can also be formed on a cylindrical shell-shaped section 50a of the throttle member, which is referred to in this case as a "penetrating cylindrical shell-shaped section" (by the at least one throttle opening 54). Such a configuration of the throttle means 50 can also be used for throttling by means of a diversion between linear flow and radial flow.

As an advantageous development, the throttle element 50 can also be used as a filter holder. For this purpose, the throttle element 50 is designed such that a filter 60 can be fastened or fastened to the throttle element 50. The throttle element 50 thus forms a volume flow throttle with an integrated filter 60. For example, a flange 50c is formed on the second side of the cylindrical shell-shaped section 50a, in which flange the filter 60 can be fastened or held.

The non-centered/eccentric position of the at least one throttle bore 54 of the throttle element 50 embodied as a filter carrier also leads to a uniform incident flow of the sensitive integrated filter 60, so that the filter 60 is exposed to low dynamics. The advantageous configuration of the throttle means 50 thus also allows the use of relatively sensitive materials for the filter 60. For example, the filter 60 can be made of plastic. The throttle mechanism 50 can be made of sheet material.

Fig. 3 shows a flow chart for explaining an embodiment of a production method for a throttle mechanism for a hydraulic or pneumatic valve and/or for a hydraulic or pneumatic assembly.

In the production method explained here, the throttle element is designed/shaped in a method step S1 in such a way that it can be mounted/fixed on and/or in a hydraulic or pneumatic valve and/or on and/or in a hydraulic or pneumatic unit. Furthermore, at least one throttle bore is formed/shaped on the throttle element, wherein the at least one throttle bore is formed non-centrally/eccentrically on the throttle element. For example, the throttle element is formed with a cylinder shell-shaped section which, after the installation/fixing of the throttle element, contacts the contact surface of the hydraulic or pneumatic valve or hydraulic or pneumatic assembly and for which a rotational symmetry axis can be defined about which the cylinder shell-shaped section is rotationally symmetrical. In this case, at least one throttle bore on the throttle element is designed/formed such that the rotational symmetry axis is oriented in parallel offset (in each case at a distance different from zero) with respect to at least one central longitudinal axis running centrally through the associated throttle bore.

As an alternative refinement, the finished throttle element can be mounted/fixed on and/or in the hydraulic or pneumatic valve in method step S2. Alternatively, the finished throttle element can also be mounted/fixed on and/or in the hydraulic or pneumatic assembly in an optional method step S3.

Claims

1. A hydraulic or pneumatic valve (52),

characterized in that said hydraulic or pneumatic valve (52) has:

a valve housing (12);

a sealing bushing (20) disposed in the valve housing (12);

an angle body (18) arranged in the valve housing (12) and cooperating as a valve seat with the sealing bush (20),

a throttle element (50), which throttle element (50) is mounted on and/or in the through-flow opening of the valve sleeve (12), wherein at least one throttle bore (54) is formed on the throttle element (50), and wherein the at least one throttle bore (54) is formed non-centrally on the throttle element (50);

wherein the angle body (18) is arranged separately from the throttle means (50) such that a previously converging/converging liquid or gas flow guided through the at least one throttle bore (54) is diverted,

wherein the throttle element (50) has a cylindrical shell-shaped section (50 a) and a bottom section (50 b), wherein the cylindrical shell-shaped section (50 a) contacts a contact surface (12 a) of the valve sleeve (12) surrounding the throughflow opening.

2. The hydraulic or pneumatic valve (52) according to claim 1, wherein at least two non-centered throttle orifices (54) are configured on the throttle mechanism (50).

3. The hydraulic or pneumatic valve (52) according to claim 1 or 2, wherein the throttle mechanism (50) is configured as a filter holder, such that a filter (60) can be fixed or fixed on the throttle mechanism (50).

4. The hydraulic or pneumatic valve (52) according to one of the preceding claims, wherein a cylindrical shell-shaped section (50 a) of the throttle element (50) can be fixed on and/or in the hydraulic or pneumatic valve (52) and/or on and/or in the hydraulic or pneumatic assembly (34) in such a way that the cylindrical shell-shaped section (50 a) contacts a contact surface (12 a) of the hydraulic or pneumatic valve (52) or of the hydraulic or pneumatic assembly (34), wherein a rotational symmetry axis (58) can be defined, relative to which the cylindrical shell-shaped section (50 a) of the throttle element (50) is rotationally symmetrical, wherein a central axis (56) can be defined for each of the at least one throttle bore (54), which central axis runs centrally through the associated throttle bore (54), and wherein the rotational symmetry axis (58) runs parallel offset relative to the central axis (56) of the at least one throttle bore (54).

5. The hydraulic or pneumatic valve (52) according to claims 3 and 4, wherein the at least one throttle bore (54) is configured on a first side of the cylindrical shell-shaped section (50 a) and on a second side of the cylindrical shell-shaped section (50 a) a flange (50 c) is configured, in which the filter (60) can be fixed or held.

6. Hydraulic or pneumatic assembly (34) for a braking system of a vehicle, having a hydraulic or pneumatic valve (52) according to any one of claims 1 to 5.