CN112377667B - Carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in vehicle - Google Patents
Carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in vehicle Download PDFInfo
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- CN112377667B CN112377667B CN202010242645.1A CN202010242645A CN112377667B CN 112377667 B CN112377667 B CN 112377667B CN 202010242645 A CN202010242645 A CN 202010242645A CN 112377667 B CN112377667 B CN 112377667B
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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
- F16K47/00—Means in valves for absorbing fluid energy
- F16K47/02—Means in valves for absorbing fluid energy for preventing water-hammer or noise
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/0872—Details of the fuel vapour pipes or conduits
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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
- F16K27/00—Construction of housing; Use of materials therefor
- F16K27/02—Construction of housing; Use of materials therefor of lift valves
- F16K27/029—Electromagnetically actuated valves
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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
- F16K31/0655—Lift valves
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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
- F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
- F16L55/00—Devices or appurtenances for use in, or in connection with, pipes or pipe systems
- F16L55/02—Energy absorbers; Noise absorbers
- F16L55/027—Throttle passages
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Magnetically Actuated Valves (AREA)
- Details Of Valves (AREA)
Abstract
The invention discloses a carbon tank electromagnetic valve and a pipeline system for eliminating airflow pulsation and noise in a vehicle, which comprise an electromagnetic valve, an upstream pipeline and a downstream pipeline, wherein the electromagnetic valve comprises a valve body and an inductance coil, a valve cavity is arranged in the valve body, a valve is arranged in the valve cavity, the top and the bottom of the valve body are respectively provided with an air inlet pipe and an air outlet pipe, the air inlet pipe is communicated with the air outlet pipe in an opening and closing mode through the valve, the air inlet pipe is communicated with a carbon tank through the upstream pipeline, a reducing part with a through hole is arranged in the air inlet pipe or in the upstream pipeline, the radial sectional area of the through hole of the reducing part is smaller than the radial sectional area in the air inlet pipe, two ends of the inductance coil are respectively and electrically connected with the anode of an automobile storage battery and the end of an output PWM power amplification driving signal of an engine controller, and rectifier diodes are reversely connected in parallel with two ends of the inductance coil. The carbon tank electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the car can reduce the air flow pulsation and the noise in the car caused by the air flow pulsation, can ensure the flow performance of the air flow pulsation and have simple structures.
Description
Technical Field
The invention relates to a carbon tank electromagnetic valve, in particular to a carbon tank electromagnetic valve for eliminating airflow pulsation and noise in a vehicle and a pipeline system.
Background
Along with the popularization and the implementation of the national six-emission policy, the automobile fuel evaporation emission requirement is further improved, in order to reduce emission and meet the requirement of the national environmental protection policy, the vapor recovery flow of the national six-vehicle type fuel evaporation recovery system is increased by about 1 time compared with that of the national five-vehicle type fuel evaporation recovery system, and the running sound of the system can be heard in the vehicle when the vehicle works under the idling working condition. The pipe volume system of the automobile fuel evaporation recovery valve is shown in fig. 1, a vapor recovery flow control valve (hereinafter referred to as solenoid valve) widely used in the existing automobile fuel evaporation recovery system is a duty ratio control normally closed solenoid valve, as shown in fig. 2, the solenoid valve is controlled by an ECU control signal, the frequency and the duty ratio are constantly changed and are opened and closed irregularly, when the valve is opened and closed, the gas speed and the pressure (pressure) in the pipe volume system are alternately changed, and strong gas flow pulsation and gas hammer effect are generated. The air pulsation causes the vibration of structural components such as pipelines, carbon tanks and oil tanks mounted on a vehicle body structure and transmits the vibration to the vehicle body and radiates noise, the vibration noise is transmitted into the vehicle through the vehicle body structure or air, the rata air pulsation knocking sound occurs in the vehicle, the noise quality under the idle working condition of the vehicle is reduced, and therefore the analysis and the improvement are needed.
At present, the problem of noise caused by airflow pulsation in a pipeline is generally solved by additionally arranging an energy storage buffer or a Helmholtz resonance box, an expansion cavity and the like on the pipeline, the cost is higher, a certain space is occupied, and the method cannot be implemented or only other methods can be adopted under the condition that the space is not allowed, such as designing a plurality of similar devices with smaller sizes. In addition, the expansion buffer elements connected in series in the pipeline also increase the local pressure loss and reduce the flow performance of the pipeline, and the expansion buffer elements are not the optimal scheme. For example, in the documents of chinese national patents CN207420744U and CN110107764a, a structural member similar to an expansion chamber is added to a pipeline between an electromagnetic valve and a canister to reduce or eliminate airflow pulsation.
Disclosure of Invention
The invention is completed for solving the defects in the prior art, and the invention aims to provide a carbon tank electromagnetic valve and a pipeline system for eliminating airflow pulsation and noise in a vehicle, which can reduce the airflow pulsation of a fuel evaporation and recovery system and the noise in the vehicle caused by the airflow pulsation, ensure the flow performance of the fuel evaporation and recovery system, have simple structure and low cost and do not occupy installation space.
The invention discloses a carbon tank electromagnetic valve and a pipeline system for eliminating airflow pulsation and noise in a vehicle, which comprise an electromagnetic valve, an upstream pipeline and a downstream pipeline, wherein the electromagnetic valve comprises a valve body and an inductance coil arranged in the valve body, a valve cavity is arranged in the valve body, a valve is arranged in the valve cavity, an air inlet pipe is arranged at the top of the valve body, an air outlet pipe is arranged at the bottom of the valve body, the air inlet pipe is communicated with the air outlet pipe in an opening and closing mode through the valve, the air inlet pipe is communicated with a carbon tank through the upstream pipeline, the air outlet pipe is communicated with an air inlet manifold through the downstream pipeline, a reducing part with a through hole is arranged in the air inlet pipe or the upstream pipeline, the radial sectional area of the through hole of the reducing part is smaller than the radial sectional area of the air inlet pipe, one end of the inductance coil is electrically connected with the anode of an automobile storage battery, the other end of the inductance coil is electrically connected with the output PWM power amplification driving signal end of an engine controller, and rectifier diodes are reversely connected in parallel with the two ends of the inductance coil.
The carbon tank electromagnetic valve and the pipeline system for eliminating the airflow pulsation and the noise in the vehicle can also comprise:
the reducing part is a reducing port, the reducing port is horizontally extended inwards along the radial direction from the inner peripheral wall of the upper end of the air inlet pipe, and the radial sectional area of an inner hole of the reducing port is smaller than the radial sectional area of the inner pipe of the air inlet pipe.
The reducing portion is a bushing which can be detachably and fixedly arranged in the upper end of the air inlet pipe in a penetrating mode, and the radial sectional area of an inner hole of the bushing is smaller than the inner radial sectional area of the air inlet pipe.
The reducing part is a reducing bulge which is arranged in the upstream pipeline, the reducing bulge is arranged along the radial direction from the inner peripheral wall of the upstream pipeline to the inner horizontal bulge, and the radial sectional area of the inner hole of the reducing bulge is smaller than the inner radial sectional area of the air inlet pipe.
The reducing part is a mesh plate, the mesh plate is fixedly arranged in the air inlet pipe, at least one throttling hole is formed in the mesh plate, and the total area of the radial cross section of the throttling hole is smaller than the area of the radial cross section in the pipe of the air inlet pipe.
The air outlet pipe is a Laval pipe, the radial sectional area of the through hole of the reducing portion is 1-4 times of the radial sectional area in the pipe at the minimum pipe diameter position of the Laval pipe, and the radial sectional area in the pipe at other positions of the air inlet pipe is 4-8 times of the radial sectional area in the pipe at the minimum pipe diameter position of the Laval pipe.
A diaphragm spring is arranged on the valve body or one side of the air inlet pipe or one side of the upstream pipeline, the inner side of the diaphragm spring is communicated with the valve cavity or the air inlet pipe or the upstream pipeline in a sealing mode, and the outer side of the diaphragm spring is communicated with the outside.
The diaphragm spring is arranged in the valve body, the periphery of the diaphragm spring is fixedly connected with the inner wall of the valve body in a sealing mode, the inner side of the diaphragm spring is communicated with the middle upper portion of the valve cavity in a sealing mode, at least one first air hole communicated with the lower portion of the valve cavity is formed in the bottom of the valve body, and the outer side of the diaphragm spring is communicated with the outside through the first air hole.
The side wall of the valve body is provided with a diaphragm mounting hole, the inner side sealing cover of the diaphragm spring is arranged at the diaphragm mounting hole, and the inner side of the diaphragm spring is communicated with the valve cavity in a sealing manner through the diaphragm mounting hole.
First mounting hole has been seted up on the lateral wall of upper reaches pipeline, first mounting hole department is fixed to be equipped with and is used for the installation diaphragm spring's first diaphragm installation department, the inside of first diaphragm installation department passes through first mounting hole and the sealed intercommunication of upper reaches pipeline, diaphragm spring inserts along the vertical direction is fixed in the first diaphragm installation department, diaphragm spring's periphery with the inner wall sealing connection of first diaphragm installation department, diaphragm spring's inboard is passed through the inside of first diaphragm installation department with first mounting hole with the sealed intercommunication of upper reaches pipeline, at least one second bleeder vent has been seted up on the lateral wall of first diaphragm installation department, diaphragm spring's the outside is passed through second bleeder vent and external intercommunication.
The invention relates to a carbon tank electromagnetic valve and a pipeline system for eliminating airflow pulsation and noise in a vehicle, which comprises an electromagnetic valve, an upstream pipeline and a downstream pipeline, wherein the electromagnetic valve comprises a valve body and an inductance coil arranged in the valve body, a valve cavity is arranged in the valve body, a valve is arranged in the valve cavity, an air inlet pipe is arranged at the top of the valve body, an air outlet pipe is arranged at the bottom of the valve body, the air inlet pipe is communicated with the air outlet pipe in an opening and closing mode through the valve, the air inlet pipe is communicated with a carbon tank through the upstream pipeline, the air outlet pipe is communicated with an air inlet manifold through the downstream pipeline, a reducing part with a through hole is arranged in the air inlet pipe or the upstream pipeline, the radial sectional area of the through hole of the reducing part is smaller than the radial sectional area in the pipe of the air inlet pipe, one end of the inductance coil is electrically connected with a positive pole of an automobile storage battery, the other end of the inductance coil is electrically connected with an output PWM power amplification driving signal end of an engine controller, and a rectifier diode is reversely connected with two ends of the inductance coil in parallel. In this way, a feature (reducing part) that the size of the inner diameter cavity section is reduced is arranged in the air inlet pipe or the upstream pipeline of the electromagnetic valve, the position is not limited, and after the feature is designed, a section shape that the section size is suddenly reduced and then suddenly enlarged is formed between the air inlet pipe and the upstream pipeline (air inlet channel), so that the airflow forms collision and vortex at the reduced section, the peak energy of the pulsation is consumed, the airflow pulsation caused by the movement of the valve is reduced, and the interior clatter is reduced. Meanwhile, after the rectifier diode is reversely (opposite to the current direction) connected in parallel at two ends of the inductance coil, a higher induced electromotive force and a slight reverse current existing at the rising edge of the negative pulse width when no diode exists can be eliminated, so that the utilization efficiency of electromagnetic energy is improved, the electromagnetic energy generated by invalid electromagnetic oscillation is reduced, the fluctuation of airflow is reduced, the gas flow of the electromagnetic valve can be maintained and improved, and the reduction of the gas flow caused by necking measures is avoided. In addition, after the air inlet pipe orifice is reduced, the ratio of the area of the expansion part (valve cavity) of the valve body to the area of the air inlet pipe orifice is increased, and the effect of reducing the pulsation energy can also be achieved, so that the effect of the method is equivalent to the effect of the method for increasing the diameter of the valve cavity. Compared with the prior art, in order to reduce the air flow pulsation of the fuel evaporation recovery system and the noise in the vehicle caused by the air flow pulsation, and simultaneously keep the flow performance not to be reduced, the rectifier diodes are reversely connected in parallel at two ends of the inductance coil, the cross section shape and the size of the air inlet channel (the air inlet pipe and the upstream pipeline) of the electromagnetic valve are changed to eliminate the air flow pulsation, and because an element for reducing or eliminating the pulsation is not required to be additionally added in the pipeline from a transmission path, the structure is simple, the cost is low, the weight is not increased, and the installation space is not occupied. Compared with the prior art, the carbon tank electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the car have the advantages that: the air flow pulsation of the fuel evaporation and recovery system and the noise in the vehicle caused by the air flow pulsation can be reduced, the flow performance of the fuel evaporation and recovery system can be ensured, the structure is simple, the cost is low, and the installation space is not occupied.
Drawings
FIG. 1 is a schematic diagram of a prior art automotive fuel vapor recovery valve system.
FIG. 2 is a schematic diagram of a canister solenoid valve of the prior art.
Fig. 3 is a schematic structural diagram of a carbon canister solenoid valve and a diameter-reducing portion of a piping system for eliminating air flow pulsation and noise in a vehicle according to a first embodiment of the present invention.
Fig. 4 is a schematic structural diagram of a carbon canister solenoid valve and a diameter-reducing portion of a piping system for eliminating air flow pulsation and noise in a vehicle according to a second embodiment of the present invention.
Fig. 5 is a schematic structural diagram of a carbon canister solenoid valve and a diameter-reducing portion of a piping system for eliminating air pulsation and noise in a vehicle according to a third embodiment of the present invention.
Fig. 6 is a schematic structural diagram of a fourth embodiment of a carbon canister solenoid valve and a diameter reduction part of a pipeline system for eliminating airflow pulsation and noise in a vehicle.
FIG. 7 isbase:Sub>A cross-sectional view A-A of FIG. 6 ofbase:Sub>A canister solenoid valve and piping system for eliminating air flow pulsations and in-vehicle noise in accordance with the present invention.
Fig. 8 is a schematic structural diagram of a diaphragm spring of a carbon canister solenoid valve and a pipeline system for eliminating airflow pulsation and noise in a vehicle according to a first embodiment of the present invention.
FIG. 9 is a view of the canister solenoid valve and conduit system of FIG. 8 showing the flow pulsation and noise in the vehicle of the present invention.
Fig. 10 is a schematic structural diagram of a diaphragm spring of a carbon canister solenoid valve and a pipeline system for eliminating airflow pulsation and noise in a vehicle according to a second embodiment of the present invention.
FIG. 11 is a cross-sectional view B-B of the canister solenoid valve and piping system of the present invention for eliminating air flow pulsations and noise in the vehicle.
Fig. 12 is a schematic structural diagram of a diaphragm spring of a carbon canister solenoid valve and a piping system for eliminating air pulsation and noise in a vehicle according to a third embodiment of the present invention.
FIG. 13 is a cross-sectional view C-C of FIG. 12 of a canister solenoid valve and piping system for eliminating air flow pulsations and in-vehicle noise in accordance with the present invention.
FIG. 14a is a circuit diagram of a carbon canister solenoid valve and an inductor coil of a piping system without a parallel rectifier diode for eliminating air pulsation and noise in a vehicle according to the present invention.
FIG. 14b is a circuit diagram of a carbon canister solenoid valve and a rectifying diode of a piping system reversely connected in parallel at both ends of an inductance coil for eliminating air pulsation and noise in a vehicle according to the present invention.
Fig. 15 is a comparison graph of the terminal voltage and current of the diode-connected solenoid valve of the canister solenoid valve and the piping system for eliminating the air pulsation and the noise in the vehicle. Wherein, N represents a scheme without a rectifier diode; p denotes a scheme with a rectifier diode.
Fig. 16 is a comparison diagram of the air pressure in the canister when different schemes are adopted for the canister electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the vehicle. Wherein, A1 represents the scheme that the original vehicle has no expansion cavity; a2 represents a scheme that an original vehicle has a large expansion cavity; a3 represents a scheme that an original vehicle is provided with a small expansion cavity; b shows a configuration in which the diameter-reduced structure and the rectifier diode of the present invention are used.
FIG. 17 is a time-frequency comparison graph of noise of the rear side wall in the front and rear vehicles, which is designed by the structure, of the carbon tank electromagnetic valve and the pipeline system for eliminating airflow pulsation and noise in the vehicles. Wherein N represents a scheme without the structure of the invention; p represents a scheme of using the diameter-reduced structure and the reverse parallel rectifier diode of the present invention.
FIG. 18 is a comparison graph of the three-dimensional RMS acceleration at a certain point on the shell at the air outlet of the canister with the duty ratio change before and after the canister solenoid valve and the pipeline system for eliminating the air flow pulsation and the noise in the vehicle of the present invention adopt the structure, wherein the PWM signal frequency is 16 Hz. Wherein N represents a scheme without the structure of the invention; p represents a scheme of using the diameter-reduced structure and the rectifier diode of the present invention.
FIG. 19 is a comparison graph of three-directional axial acceleration at a certain point on a valve body at an air outlet of an electromagnetic valve along with duty ratio changes before and after the structure is adopted for the carbon canister electromagnetic valve and the pipeline system for eliminating air flow pulsation and noise in a vehicle. Wherein N represents a scheme without the structure of the invention; p represents a scheme of using the diameter-reduced structure and the rectifier diode of the present invention.
Description of the figures
1 …;2 … induction coil; a3 … valve cavity;
4 … air intake pipe; 5 … air outlet pipe; 6 … upstream line;
7 … a reduced diameter port; 8 … bushing; 9 … mesh plate;
a 10 … orifice; 11 … rectifier diode; 12 … diaphragm spring;
13 … a first vent; 14 … a first diaphragm mounting portion; 15 … hollow cylinder;
16 … protective cap; 17 … cover vent holes; 18 … a second vent;
19 … reducing projection; 20 … valve.
Detailed Description
In the present invention, if directions (up, down, inside, and outside) are described, the structure shown in fig. 4 is used as a reference for description, but the practical use direction of the present invention is not limited thereto. Wherein the liner 8 is inside and the upstream line 6 is outside; the upstream line 6 is up and the inlet line 4 is down.
The carbon canister solenoid valve and the piping system for eliminating the air pulsation and the noise in the vehicle according to the present invention will be described in further detail with reference to fig. 3 to 19.
The invention relates to a carbon tank electromagnetic valve and a pipeline system for eliminating airflow pulsation and noise in a vehicle, which refer to fig. 3 to 17, and comprise an electromagnetic valve, an upstream pipeline 6 and a downstream pipeline, wherein the electromagnetic valve comprises a valve body 1 and an inductance coil 2 arranged in the valve body 1, a valve cavity 3 is arranged in the valve body 1, a valve 20 is arranged in the valve cavity 3, an air inlet pipe 4 is arranged at the top of the valve body 1, an air outlet pipe 5 is arranged at the bottom of the valve body 1, the air inlet pipe 4 is communicated with the air outlet pipe 5 in an opening and closing manner through the valve 20, the air inlet pipe 4 is communicated with a carbon tank through the upstream pipeline 6, the air outlet pipe 5 is communicated with an air inlet manifold through the downstream pipeline, a reducing part is arranged in the air inlet pipe 4 or in the upstream pipeline 6, the radial sectional area of an inner hole of the reducing part is smaller than the radial sectional area of the air inlet pipe 4, one end of the inductance coil 2 is electrically connected with the anode of an automobile storage battery, the other end of the inductance coil 2 is electrically connected with an output PWM power amplification driving signal end of an engine controller, and a rectifier diode 11 is reversely connected in parallel with two ends of the inductance coil 2. In this way, a feature (a reducing part) that the cross section size of the inner diameter cavity is reduced is arranged in the air inlet pipe 4 or the upstream pipeline 6 of the electromagnetic valve, the position is not limited, and after the feature is designed, a cross section shape which is suddenly reduced and then suddenly expanded is formed between the air inlet pipe 4 and the upstream pipeline 6 (an air inlet channel), so that the airflow forms collision and vortex at the reduced cross section, the peak energy of the pulsation is consumed, the airflow pulsation caused by the movement of the valve 20 is reduced, and the in-vehicle rattling noise is reduced. Meanwhile, after the rectifier diode 11 is reversely (opposite to the current direction) connected in parallel to two ends of the inductance coil 2, a higher induced electromotive force and a slight reverse current existing in the rising edge of the negative pulse width in the absence of the diode can be eliminated, so that the utilization efficiency of electromagnetic energy is improved, the electromagnetic energy generated by invalid electromagnetic oscillation is reduced, the fluctuation of air flow is reduced, the air flow of the electromagnetic valve can be maintained and improved, and the reduction of air flow caused by necking measures is avoided. In addition, the effect of reducing the pulsation energy can be achieved by reducing the area of the expansion part (valve cavity 3) of the valve body 1 to increase the area of the orifice of the air inlet pipe 4 after reducing the orifice of the air inlet pipe 4, which is equivalent to the effect of increasing the diameter of the valve cavity 3. Compared with the prior art, in order to reduce the air pulsation of the fuel evaporation recovery system and the noise in the vehicle caused by the air pulsation, and simultaneously keep the flow performance not to be reduced, the rectifier diode 11 is reversely connected in parallel with the two ends of the inductance coil 2, the cross section shape and the size of the air inlet channel (the air inlet pipe 4 and the upstream pipeline 6) of the electromagnetic valve are changed to eliminate the air pulsation, and because an element for reducing or eliminating the pulsation is not additionally added in the pipeline from a transmission path, the structure is simple, the cost is low, the weight is not increased, and the installation space is not occupied. Compared with the prior art, the carbon tank electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the car have the advantages that: can reduce the air flow pulsation of the fuel evaporation and recovery system and the noise in the vehicle caused by the air flow pulsation, can ensure the flow performance of the fuel evaporation and recovery system, has simple structure and low cost, does not occupy the installation space
On the basis of the technical scheme described above, please refer to fig. 3 to 19, and the carbon canister electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the vehicle of the present invention may further include: the reducing part is a reducing port 7, the reducing port 7 is horizontally and inwards extended from the inner peripheral wall of the upper end of the air inlet pipe 4 along the radial direction, and the radial sectional area of the inner hole of the reducing port is smaller than the pipe inner radial sectional area of the air inlet pipe 4. Thus, as a specific embodiment, the section of the inner cavity of the air inlet pipe 4 is suddenly reduced to a suddenly enlarged section shape by adopting the reducing port 7 of the air inlet pipe 4, so that the air flow forms collision and vortex at the reduced section, the peak energy of the pulsation is consumed, the air flow pulsation caused by the movement of the valve 20 is reduced, and the in-vehicle rattling noise is reduced.
On the basis of the technical scheme described above, please refer to fig. 3 to 19, and the carbon canister electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the vehicle of the present invention may further include: the reducing portion is a bushing 8, the bushing 8 can be detachably fixed to penetrate through the upper end of the air inlet pipe 4, and the radial sectional area of an inner hole of the bushing 8 is smaller than the inner radial sectional area of the air inlet pipe 4. Like this, as another specific embodiment, can keep solenoid valve body structure size and shape unchangeable, make independent discrete characteristic structure with intake pipe 4 department reduction part size, bushing 8 promptly, then will install in intake pipe 4, reach the effect of reducing certain cross-section of inlet channel (intake pipe 4 or upstream pipeline 6), thereby reduce the air current pulsation, eliminate the noise in the car, specifically, upstream pipeline 6 can adopt quick-operation joint to be connected with intake pipe 4, can compress tightly bushing 8 through quick-operation joint and fix in the mouth of pipe (upper end) of intake pipe 4, and simple to operate dismantles easily.
On the basis of the technical scheme described above, please refer to fig. 3 to 19, and the carbon canister electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the vehicle of the present invention may further include: the reducing part is a reducing bulge 19, the reducing bulge 19 is arranged in the upstream pipeline 6, the reducing bulge is arranged along the radial direction from the inner peripheral wall of the upstream pipeline 6 to the inner horizontal bulge, and the radial sectional area of the inner hole of the reducing bulge 19 is smaller than the pipe inner radial sectional area of the air inlet pipe 4. Thus, as another specific embodiment, the structural size and shape of the solenoid valve body can be kept unchanged, and the reducing protrusion is arranged in the upstream pipeline to achieve the effect of reducing the section of a certain part of the air inlet channel (the air inlet pipe 4 or the upstream pipeline 6), so that the airflow pulsation is reduced, the noise in the vehicle is eliminated, and particularly, the reducing protrusion 19 and the upstream pipeline 6 are integrally formed, so that the assembly difficulty is reduced.
On the basis of the above-described technical solutions, please refer to fig. 3 to 19, and the carbon canister electromagnetic valve and the pipeline system for eliminating the air pulsation and the in-vehicle noise of the present invention may further include: the reducing part is a mesh plate 9, the mesh plate 9 is fixedly arranged in the air inlet pipe 4, at least one orifice 10 is formed in the mesh plate 9, and the total area of the radial cross section of the orifice 10 is smaller than the area of the radial cross section in the pipe of the air inlet pipe 4. Thus, as another specific embodiment, the mesh plate 9 is arranged in the air inlet pipe 4, and the effect of reducing the section of a certain position in the air inlet pipe 4 can be achieved, so that the air pulsation is reduced, and the noise in the vehicle is eliminated. On the basis of the technical solution described above, it is further preferable that at least two throttle holes 10 are opened on the mesh plate 9, and the throttle holes 10 are uniformly distributed on the mesh plate 9. Thus, under the condition of the same total area, the smaller the aperture of the orifice 10, the larger the number of the orifices 10, the better the effect of reducing the pulsation of the airflow, compared with the case of only one orifice 10, the orifice plate 9 provided with a plurality of orifices 10 can form a plurality of reduced cross sections, and the airflow forms collision and vortex at a plurality of positions, thereby consuming more pulsation peak energy. In addition, when the mesh plate 9 is selected to prevent cavitation of the pipe, the number of holes and the diameter of the holes are selected according to the actual condition of the pipe.
On the basis of the technical scheme described above, please refer to fig. 3 to 19, and the carbon canister electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the vehicle of the present invention may further include: the air outlet pipe 5 is a Laval pipe, the radial sectional area of the through hole of the reducing portion is 1 to 4 times of the radial sectional area of the pipe at the minimum pipe diameter position of the Laval pipe, and the radial sectional area of the pipe at other positions of the air inlet pipe 4 is 4 to 8 times of the radial sectional area of the pipe at the minimum pipe diameter position of the Laval pipe. In this way, the outlet pipe 5 of the solenoid valve is generally configured as a structure called a laval pipe, which is used for stabilizing and controlling the flow rate so as not to fluctuate too much with the fluctuation of the pressure p3 in the inlet manifold, specifically, the inner diameter of the smallest pipe diameter part of the laval pipe is generally 2mm to 4mm, the inner radial cross-sectional area of the inlet pipe 4 of the solenoid valve is generally 4 times to 8 times or even more the inner radial cross-sectional area of the smallest pipe diameter part of the laval pipe (outlet pipe 5), the inner radial cross-sectional area of the upstream pipeline 6 is about 6 times to 10 times the cross-sectional area of the smallest pipe diameter part of the laval pipe, the smaller the inner diameter of the reduced diameter part relative to the inner diameter of the smallest pipe diameter part of the laval pipe is the better for reducing the pulsation effect, but the pressure loss is improved (the pressure loss improvement degree is smaller than the pulsation reduction effect), so that the radial cross-sectional area of the through hole of the reduced diameter part is 1 time to 4 times the inner radial cross-sectional area of the smallest pipe diameter part of the laval pipe, and the length of the reduced by the pulsation effect, but the length is not increased as long-acting as the pulsation effect, so that the pulsation is increased.
On the basis of the technical scheme described above, please refer to fig. 3 to 19, and the carbon canister electromagnetic valve and the pipeline system for eliminating the air flow pulsation and the noise in the vehicle of the present invention may further include: a diaphragm spring 12 is arranged on the valve body 1 or one side of the air inlet pipe 4 or one side of the upstream pipeline 6, the inner side of the diaphragm spring 12 is communicated with the valve cavity 3 or the air inlet pipe 4 or the upstream pipeline 6 in a sealing mode, and the outer side of the diaphragm spring 12 is communicated with the outside. Therefore, the electromagnetic valve can be further provided with the diaphragm spring 12, the airflow pulsation energy is further reduced, the noise is eliminated, when the valve 20 of the electromagnetic valve performs opening and closing movement to generate airflow pulsation, the pulsation impact force acts on the flexible diaphragm spring 12, the diaphragm spring 12 is made to oscillate around the balance position of the flexible diaphragm spring along with the lifting of the pressure, a part of pulsation energy is converted into kinetic energy and potential energy of the diaphragm spring 12, meanwhile, a part of airflow pulsation energy is converted into heat energy to be released into the atmosphere, the pressure fluctuation amplitude in the valve body 1 is reduced, the vibration of structural components such as a pipeline and a carbon tank and the noise in the vehicle, which are caused by the transmission of the airflow pulsation energy to the upstream of the electromagnetic valve 20, is eliminated, the specific diaphragm spring 12 can be arranged on the valve body 1 or the air inlet pipe 4 or the upstream pipeline 6, compared with the prior art, the pulsation energy can be attenuated from the internal structure of the electromagnetic valve body 1, the airflow pulsation is reduced, the in-vehicle interior rattling is eliminated, elements for reducing or eliminating the pulsation from the pipeline in a transmission path are not required, the structure is simple, the cost is low, the weight is not increased, and the installation space is not occupied. On the basis of the technical solution described above, it is further preferable that the diaphragm spring 12 is disposed in the valve body 1, the periphery of the diaphragm spring 12 is fixedly connected with the inner wall of the valve body 1 in a sealing manner, the inner side of the diaphragm spring 12 is communicated with the middle upper portion of the valve cavity 3 in a sealing manner, the bottom of the valve body 1 is provided with at least one first air hole 13 communicated with the lower portion of the valve cavity 3, and the outer side of the diaphragm spring 12 is communicated with the outside through the first air hole 13. Thus, as a specific embodiment, the diaphragm spring 12 may be disposed in the valve body 1, after the solenoid valve performs opening and closing motions to generate airflow pulsation, the pulsation impact force acts on the flexible diaphragm spring 12, so that the diaphragm spring 12 oscillates around a balance position along with the rise and fall of the pressure, a part of pulsation energy is converted into kinetic energy and potential energy of the diaphragm spring 12, and meanwhile, the airflow pulsation energy is converted into heat energy through the first vent hole 13 on the bottom of the valve body 1 and released into the atmosphere, thereby reducing the amplitude of pressure fluctuation in the valve body 11. Specifically, a plurality of first air holes 13 (small holes) are formed in the bottom of the valve body 1, and the first air holes 13 are uniformly distributed in the bottom of the valve body 1, so that the outer side of the diaphragm spring 12 is fully communicated with the outside. On the basis of the technical solution described above, it is further preferable that a diaphragm mounting hole is formed in the side wall of the valve body 1, an inner side sealing cover of the diaphragm spring 12 is disposed at the diaphragm mounting hole, and the inner side of the diaphragm spring 12 is in sealing communication with the valve cavity 3 through the diaphragm mounting hole. Thus, another equivalent alternative is to install the rubber diaphragm spring 12 after the hole is opened in the radial direction of the side surface of the valve body 1, and similarly, when the air pressure of the valve body 1 fluctuates due to the opening and closing of the valve 20 of the electromagnetic valve, the diaphragm spring 12 fluctuates along with the air pressure in the valve body 1, so that the impact energy of the air pressure fluctuation (air flow pulsation) is released to the atmosphere through the diaphragm spring 12, and the pressure wave is prevented from being transmitted to the oil tank and the carbon canister to generate vibration and noise. On the basis of the technical solution described above, it is further preferable that a hollow cylinder 15 extending outward in the radial direction is provided at the diaphragm mounting hole on the side wall of the valve body 1, the diaphragm spring 12 is sealed and disposed outside the hollow cylinder 15, and the inner side of the diaphragm spring 12 is in sealed communication with the valve chamber 3 through the hollow cylinder 15 and the diaphragm mounting hole. In this way, a projecting hollow cylinder 15 is provided on the side wall of the valve body 1, facilitating the mounting of the diaphragm spring 12. On the basis of the technical scheme described in the foregoing, it is further preferable that a protective cover for protecting the diaphragm spring 12 is arranged on the outer end of the hollow cylinder 15, the protective cover is arranged on the outer side of the diaphragm spring 12, the protective cover is detachably and fixedly connected with the outside of the hollow cylinder 15, at least one protective cover air hole 17 is formed in the protective cover, and the outer side of the diaphragm spring 12 is communicated with the outside through the protective cover air hole 17. Thus, a protective cover is further arranged on the diaphragm spring 12 for protecting the diaphragm spring 12, a plurality of small holes (second air holes 18) are formed in the protective cover, and the second air holes 18 are uniformly distributed on the protective cover, so that the outer side of the diaphragm spring 12 is fully communicated with the outside. For communicating with the atmosphere, so that the impact energy of the air pressure fluctuation (air flow pulsation) is released to the atmosphere through the diaphragm spring 12 and the second air vent 18.
On the basis of the technical solution described in the foregoing, please refer to fig. 3 to 19, it is further preferable that a first mounting hole is opened on the side wall of the upstream pipeline 6, the first mounting hole is fixedly provided with a first diaphragm mounting portion 14 for mounting the diaphragm spring 12, the inside of the first diaphragm mounting portion 14 is communicated with the upstream pipeline 6 in a sealing manner through the first mounting hole, the diaphragm spring 12 is fixedly inserted into the first diaphragm mounting portion 14 along the vertical direction, the periphery of the diaphragm spring 12 is connected with the inner wall of the first diaphragm mounting portion 14 in a sealing manner, the inside of the diaphragm spring 12 is communicated with the upstream pipeline 6 in a sealing manner through the first mounting hole and the inside of the first diaphragm mounting portion 14, the outer side wall of the first diaphragm mounting portion 14 is provided with at least one second vent 18, and the outside of the diaphragm spring 12 is communicated with the outside through the second vent 18. Thus, another equivalent alternative is to separate the diaphragm spring 12 and the mounting structure portion (the first diaphragm mounting portion 14) from the valve body 1, and mount or fix the diaphragm spring on the upstream pipeline 6, and similarly, when the electromagnetic valve 20 is opened or closed to cause the air pressure fluctuation of the valve body 1, the air pressure fluctuation is transmitted upwards to the upstream pipeline 6, the diaphragm spring 12 fluctuates along with the air pressure in the upstream pipeline 6, so that the impact energy of the air pressure fluctuation (air flow fluctuation) is released to the atmosphere through the diaphragm spring 12 and the second vent hole 18, and the pressure wave is prevented from being transmitted into the pipeline to the oil tank and the carbon canister to generate vibration and noise. Specifically, a plurality of small holes (second air holes 18) are formed in the outer side wall of the first diaphragm mounting portion 14, and the second air holes 18 are uniformly distributed in the outer side wall of the first diaphragm mounting portion 14, so that the outer side of the diaphragm spring 12 is fully communicated with the outside. On the technical scheme who describes in the front, it is further preferred, the second mounting hole has been seted up on the lateral wall of intake pipe 4, second mounting hole department is fixed to be equipped with and is used for the installation the second diaphragm installation department of diaphragm spring 12, the inside of second diaphragm installation department pass through the second mounting hole with the sealed intercommunication of intake pipe 4, diaphragm spring 12 inserts along the vertical direction is fixed in the second diaphragm installation department, diaphragm spring 12's periphery with the inner wall sealing connection of second diaphragm installation department, diaphragm spring 12's inboard is passed through the inside of second diaphragm installation department with the second mounting hole with the sealed intercommunication of intake pipe 4, at least one third bleeder vent has been seted up on the lateral wall of second diaphragm installation department, diaphragm spring 12's the outside is passed through third bleeder vent and external intercommunication. Thus, another equivalent alternative is to separate the diaphragm spring 12 and the mounting structure (second diaphragm mounting part) from the valve body 1 and mount or fix the diaphragm spring on the air inlet pipe 4 of the solenoid valve, and similarly, when the air pressure fluctuation of the valve body 1 is caused by the opening and closing of the solenoid valve 20, the air pressure fluctuation is transmitted upwards to the air inlet pipe 4, the diaphragm spring 12 fluctuates along with the air pressure in the air inlet pipe 4, so that the impact energy of the air pressure fluctuation (airflow pulsation) is released to the atmosphere through the diaphragm spring 12 and the third air holes, and the pressure wave is prevented from being transmitted to the oil tank and the carbon canister to generate vibration and noise. Specifically, a plurality of small holes (third air holes) are formed in the outer side wall of the second diaphragm mounting portion, and the third air holes are uniformly distributed in the outer side wall of the second diaphragm mounting portion, so that the outer side of the diaphragm spring 12 is fully communicated with the outside.
In the carbon tank electromagnetic valve and the pipeline system for eliminating the airflow pulsation and the noise in the vehicle, the maximum rectifying current and the withstand voltage of the rectifying diode 11 meet the requirement of electromagnetic valve induced electromotive force discharge, and the specific structural form and the model are not limited. The principle that the rectifier diode 11 is reversely connected in parallel at the two ends of the inductance coil 2 to ensure the flow performance of the electromagnetic valve is as follows:
as shown in FIG. 14a, L and R1 represent an inductance coil 2 of the solenoid valve, one end of the inductance coil 2 is connected to the positive pole of the automobile battery, and the voltage is + V cc The other end of the triode is connected with a collector terminal of the triode Q1, namely a PWM power amplification driving signal output end of an Engine Controller (ECU), and the base electrode of the triode is connected with a PWM driving signal output by the engine ECU. When the ECU outputs a PWM signal with a positive pulse width, Q1 is conducted, the electromagnet generates a magnetic field, and as shown in the left side of figure 5, a rectifier diode is not arranged(D) When the PWM signal is changed from positive pulse width to negative pulse width, the triode Q1 is disconnected, and according to Lenz's theorem, when the coil current in the magnetic field is suddenly reduced, an electromotive force is induced to prevent the reduction of the current, and the magnitude of the induced electromotive force is determined by the formula (1) and is in direct proportion to the magnitude of the inductor and the current and the change speed of the inductor and the current. Because the closed loop between the inductor 2 and the power supply is cut off, the electromotive force induced by the current outlet (collector of Q1) of the inductor 2 is higher than that induced by the current inlet (+ V) cc ) Therefore, electrons in the coil can be instantaneously turned under the action of voltage, namely, reverse current is generated, reverse oscillation is generated in the direction of a magnetic field, and oscillation is generated in electromagnetic force, so that the energy loss of the hysteresis effect and the impact energy of the electromagnetic force are increased.
As shown in fig. 14b, after the rectifying diode (D) 11 is connected in reverse parallel to both ends of the inductor 2, when the PWM signal changes from the positive pulse width to the negative pulse width, the transistor Q1 is turned off since the induced electromotive force is higher than + V cc The induced electromotive force generated by the inductor discharges through a closed loop formed by the diode D and the solenoid valve coil LR1 in inverse parallel to form a current I, and the current continues to exist in the solenoid valve coil and is converted into the electromagnetic pulling force of the magnetic field to apply work to the valve 20. The induced electromotive force is also converted from electromagnetic energy due to the change of the current blocked by the magnetic field, the formula of the electromagnetic energy is shown in formula (2), and the formula is in direct proportion to the square of the inductance and the current, if no rectifier diode 11 is arranged, the electromagnetic energy consumed by the induced electromotive force cannot be converted into electromagnetic pulling force to continuously work, and the utilization efficiency of the electromagnetic energy is reduced.
For example, fig. 15 shows comparison of the voltage and current test results of the solenoid valve when the rectifier diode 11 (1N 4007) is connected in parallel to the front and back of the two ends of the inductor 2 in reverse direction, wherein the PWM signal is generated and driven by an external signal generator and a driving circuit, the magnitude of the peak value of the induced electromotive force is influenced by the impedance characteristic of the driving circuit, and the sign of the current amplitude in the figure represents the current direction. It can be seen from the figure that, without the rectifying diode 11, there exists a higher induced electromotive force and a slight reverse current at the rising edge of the negative pulse width, and the induced electromotive force is completely eliminated and the reverse current is eliminated after the rectifying diode 11 is connected in anti-parallel. In the specific structure of the product, the rectifier diode 11 can select a patch diode with voltage and current characteristics meeting the requirements to be arranged on a wiring terminal of the inductance coil 2 in the electromagnetic valve, and can also be welded on an ECU (electronic control unit) PCB (printed circuit board) for outputting a driving signal, and the specific position of a reducing part on an air inlet channel (an upstream pipeline 6 and an air inlet pipe 4) of the electromagnetic valve can also be adjusted, so that the function and the effect are not influenced.
After the scheme that the reducing part and the rectifier diode 11 are reversely connected in parallel at two ends of the inductance coil 2 is adopted on the upstream pipeline 6 or the air inlet pipe 4 of the electromagnetic valve, the beneficial effects are as follows:
1. compared with the original fuel evaporation recovery system adopting an expansion cavity, the pressure loss is reduced, the air intake efficiency is improved, and the flow is improved. After the structural design is adopted, the air pressure in the carbon canister is obviously reduced. As shown in fig. 16, it is a graph of the average value of the relative air pressure in the canister measured with the original vehicle and different noise reduction structure schemes according to the duty ratio. As can be seen from FIG. 16, the pressure in the carbon tank with the structural design of the present invention is significantly reduced, and the higher the duty ratio, the better the effect.
The principle shows that the flow in the carbon tank can be regarded as incompressible, non-viscous and adiabatic, and the temperature and the density of the gas in the flowing process do not change along with the space-time. According to Bernoulli's equation, let the absolute atmospheric pressure be p 0 The flow velocity at the inlet of the carbon canister is V 0 Absolute pressure in canister of p 1 The flow velocity at the measuring point in the carbon canister is V 1 And ρ is the gas density, then
V 0 Can be approximated as 0 in equation (3)
I.e., the absolute value of the ordinate in fig. 16, it can be seen that the lower the average pressure in the canister, the greater the average flow rate, with the ratio of the flow rate squared equal to the relative gas pressure ratio in fig. 16, and the volumetric flow rate equal to the cross-sectional area at the point of measurement multiplied by the gas flow rate. It can be calculated that at 90% duty cycle, the flow of the invention is increased by 11% compared with the original vehicle adopting a small expansion cavity, and is increased by 2.3% compared with the original vehicle. This measurement also demonstrates that the pressure loss is large in the expansion chamber connected in series between the solenoid valve and the canister, especially in the composite expansion chamber with a complex internal structure.
2. The interior rattling noise is eliminated. After the structure design is adopted, the interior rattling noise caused by the air flow pulsation in the fuel evaporation and recovery system is eliminated. As shown in fig. 17, it can be seen that the rattling noise is completely eliminated from the comparison of the time-frequency diagram (the frequency distribution cloud diagram when the sound pressure level changes with the duty ratio) of the noise at the rear side of the vehicle interior after the original vehicle and the structure of the present invention are adopted.
As can be seen from fig. 18, the shell vibration of the canister is significantly reduced by adopting the above structural design. As can be seen from fig. 19, the vibration of the housing at the air outlet of the solenoid valve is significantly reduced by adopting the above-described structural design.
The above description is only for the purpose of illustrating specific embodiments of the present invention, and should not be construed as limiting the scope of the present invention, and all equivalent changes and modifications made in accordance with the spirit of the present invention should be considered as falling within the scope of the present invention.
Claims (10)
1. The utility model provides a eliminate carbon tank solenoid valve and pipe-line system of air current pulsation and interior noise which characterized in that: the electromagnetic valve comprises a valve body and an inductance coil arranged in the valve body, a valve cavity is arranged in the valve body, a valve is arranged in the valve cavity, an air inlet pipe is arranged at the top of the valve body, an air outlet pipe is arranged at the bottom of the valve body, the air inlet pipe and the air outlet pipe are communicated in an opening and closing mode through the valve, the air inlet pipe is communicated with a carbon tank through the upstream pipeline, the air outlet pipe is communicated with an air inlet manifold through the downstream pipeline, a reducing part with a through hole is arranged in the air inlet pipe or the upstream pipeline, the radial sectional area of the through hole of the reducing part is smaller than the radial sectional area in the pipe of the air inlet pipe, so that the air flow forms collision and vortex at the reducing section, the pulse peak energy is consumed, the airflow pulsation caused by valve movement is reduced, the ratio of the valve cavity area to the pipe orifice area of the air inlet pipe is increased, one end of the inductance coil is electrically connected with the anode of the automobile storage battery, the other end of the inductance coil is electrically connected with the output PWM power amplification driving signal end of the engine controller, and the rectifier diodes are reversely connected in parallel at the two ends of the inductance coil so as to eliminate the existence of a higher induced electromotive force and a slight reverse current when the negative pulse width rises without the diodes, improve the utilization efficiency of electromagnetic energy, reduce the electromagnetic energy generated by invalid electromagnetic oscillation, reduce airflow fluctuation, further keep and improve the gas flow of the electromagnetic valve and avoid the reduction of the gas flow caused by a necking measure.
2. The carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in a vehicle according to claim 1, characterized in that: the reducing part is a reducing port, the reducing port is arranged in a manner of horizontally extending inwards along the radial direction from the inner peripheral wall at the upper end of the air inlet pipe, and the radial sectional area of an inner hole of the reducing port is smaller than the inner radial sectional area of the air inlet pipe.
3. The carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in a vehicle according to claim 1, characterized in that: the reducing portion is a bushing, the bushing is detachably fixed in the upper end of the air inlet pipe in a penetrating mode, and the radial sectional area of the inner hole of the bushing is smaller than the radial sectional area in the pipe of the air inlet pipe.
4. The carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in a vehicle according to claim 1, characterized in that: the reducing part is a reducing bulge, the reducing bulge is arranged in the upstream pipeline, the reducing bulge is arranged along the radial direction from the inner peripheral wall of the upstream pipeline to the inner horizontal bulge, and the radial sectional area of the inner hole of the reducing bulge is smaller than the radial sectional area in the pipe of the air inlet pipe.
5. The carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in a vehicle according to claim 1, characterized in that: the reducing part is a mesh plate, the mesh plate is fixedly arranged in the air inlet pipe, at least one throttling hole is formed in the mesh plate, and the total area of the radial cross section of the throttling hole is smaller than the area of the radial cross section in the pipe of the air inlet pipe.
6. The canister solenoid valve and piping system for eliminating air pulsation and noise in a vehicle according to any one of claims 1 to 5, wherein: the air outlet pipe is a Laval pipe, the radial sectional area of the through hole of the reducing portion is 1-4 times of the radial sectional area in the pipe at the minimum pipe diameter position of the Laval pipe, and the radial sectional area in the pipe at other positions of the air inlet pipe is 4-8 times of the radial sectional area in the pipe at the minimum pipe diameter position of the Laval pipe.
7. The canister solenoid valve and piping system for eliminating air pulsation and noise in a vehicle according to any one of claims 1 to 5, wherein: and a diaphragm spring is arranged on the valve body or on one side of the air inlet pipe or one side of the upstream pipeline, the inner side of the diaphragm spring is communicated with the valve cavity or the air inlet pipe or the upstream pipeline in a sealing way, and the outer side of the diaphragm spring is communicated with the outside.
8. The carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in a vehicle according to claim 7, characterized in that: the diaphragm spring is arranged in the valve body, the periphery of the diaphragm spring is fixedly connected with the inner wall of the valve body in a sealing mode, the inner side of the diaphragm spring is communicated with the middle upper portion of the valve cavity in a sealing mode, at least one first air hole communicated with the lower portion of the valve cavity is formed in the bottom of the valve body, and the outer side of the diaphragm spring is communicated with the outside through the first air hole.
9. The carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in a vehicle according to claim 7, characterized in that: the side wall of the valve body is provided with a diaphragm mounting hole, the inner side sealing cover of the diaphragm spring is arranged at the diaphragm mounting hole, and the inner side of the diaphragm spring is communicated with the valve cavity in a sealing manner through the diaphragm mounting hole.
10. The carbon tank electromagnetic valve and pipeline system for eliminating airflow pulsation and noise in a vehicle according to claim 7, characterized in that: first mounting hole has been seted up on the lateral wall of upper reaches pipeline, first mounting hole department is fixed to be equipped with and is used for the installation diaphragm spring's first diaphragm installation department, the inside of first diaphragm installation department passes through first mounting hole and the sealed intercommunication of upper reaches pipeline, diaphragm spring inserts along the vertical direction is fixed in the first diaphragm installation department, diaphragm spring's periphery with the inner wall sealing connection of first diaphragm installation department, diaphragm spring's inboard is passed through the inside of first diaphragm installation department with first mounting hole with the sealed intercommunication of upper reaches pipeline, at least one second bleeder vent has been seted up on the lateral wall of first diaphragm installation department, diaphragm spring's the outside is passed through second bleeder vent and external intercommunication.
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