CN206754548U - A kind of magnetic valve - Google Patents

Abstract

The utility model provides a kind of magnetic valve, including valve body and plunger, in addition to is used on magnet plunger motion path by the travel switch of magnet plunger triggering.The utility model adds travel switch, can determine whether magnetic valve fails by the voltage change for detecting travel switch circuit.Magnetic valve design is simple, and functional reliability is good, it is ensured that can be detected in time in the case of electromagnetism defective valve, consequently facilitating the system residing for magnetic valve makes remedial measure in time.

Description

a solenoid valve

technical field

The utility model belongs to the technical field of electromagnetic valves, in particular to an electromagnetic valve.

Background technique

Solenoid valves are widely used in the supply, transmission, control and power systems of fluids such as liquids and gases. Solenoid valves usually rely on electromagnetic suction, gas pressure and spring force to achieve the purpose of controlling the valve on and off, which is the key to the entire system. parts.

The hydraulic power steering system uses the engine to drive the steering oil pump to provide the power source, converts the mechanical energy of the engine rotation into the hydraulic energy of the steering oil, provides steering assistance through the power steering gear, and reduces the steering force exerted by the driver on the steering wheel.

According to different control methods, the electro-hydraulic power steering system can be divided into three types: reaction force control, flow control and valve gain control.

The electro-hydraulic power steering system of the car is to change the traditional steering oil pump driven by the engine into the steering oil pump driven by the steering motor. The power battery pack or storage battery independent of the engine is used to supply power to the steering motor. The state (whether the engine is on, the steering speed, and the vehicle speed) controls the rotation speed of the steering motor to improve the energy-saving effect, and at the same time realize the characteristic that the steering force changes with the vehicle speed and steering speed.

The reaction force controlled electronically controlled hydraulic power steering system of the car, the vehicle speed sensor transmits the current vehicle speed operation to the steering control unit ECU, and the steering control unit ECU increases or decreases the average current of the solenoid valve coil set in the hydraulic pipeline. Small, the average opening of the solenoid valve increases or decreases, thereby changing the return flow of the shunt hydraulic flow, and the back pressure acting on the reaction plunger changes, which in turn makes the steering easy at low speeds or forms a strong steering "road" at high speeds. feel".

However, if the solenoid valve fails and there is no control signal on the solenoid valve, the maximum steering "road feel" will be maintained, making the direction heavier when turning in situ or at low speed; The control unit controls the average current passing through the solenoid valve coil to be constant, and the average opening of the solenoid valve is also constant, and the steering force will not decrease with the increase of the steering speed, which increases the fatigue degree during fast steering and reduces the steering comfort.

Utility model content

The purpose of the utility model is to provide a solenoid valve to solve the problem that it is impossible to judge whether the signal of the solenoid valve is invalid.

For solving the problems of the technologies described above, the technical solution of the utility model is:

The utility model provides an electromagnetic valve, which includes a valve body and a plunger, and also includes a travel switch installed on the movement path of the electromagnetic valve plunger and used for being triggered by the electromagnetic valve plunger.

Further, the solenoid valve is a normally open solenoid valve in which the plunger of the solenoid valve is kept in the normally open position by a spring, and the travel switch includes a switch contact, and the switch contact is in contact with the plunger of the solenoid valve in the normally open position.

Further, the switch contact has a closing position for conducting the circuit where the travel switch is located when the solenoid valve plunger is in the normally open position, and an opening position for disconnecting the circuit where the travel switch is located when the solenoid valve plunger is in action.

Further, a support sleeve is arranged inside the spring, and the circuit where the travel switch is located includes a wire arranged on the support sleeve. The upper end of the support sleeve is provided with an inversion edge, and the switch contact is arranged on the lower side of the inversion edge. There is a contact point on the inner turning edge for contacting with the switch contact, and the solenoid valve plunger has a protrusion passing through the inner turning edge and realizing contact connection with the switch contact.

Further, the plunger includes a plunger body that guides and cooperates with the valve body, the plunger body is connected to the protrusion through a transition shoulder, and the spring is used to push up the transition shoulder.

The beneficial effects of the utility model:

The solenoid valve of the utility model adds a stroke switch, and it can be judged whether the solenoid valve is invalid by detecting the voltage change of the stroke switch circuit. The solenoid valve has a simple design and good working reliability, which ensures timely detection in the event of failure of the solenoid valve, so that the system in which the solenoid valve is located can take remedial measures in time.

Description of drawings

Figure 1 is a structural diagram of the reaction force controlled electric and electronically controlled two-in-one hydraulic power steering system;

Fig. 2 is a schematic diagram of a solenoid valve without a travel switch;

Fig. 3 is a schematic diagram when the solenoid valve with the travel switch added is in the normally open state;

Fig. 4 is a schematic diagram when the hollow plunger of the solenoid valve with a travel switch moves downward.

detailed description

In order to make the purpose, technical solutions and advantages of the utility model clearer, the utility model will be further described in detail below in conjunction with the accompanying drawings and embodiments.

The application of the solenoid valve of the present invention to a reaction force controlled electric control and electric two-in-one hydraulic power steering system will be described as an example below.

As shown in Figure 1, the reaction force controlled electronic control and electric two-in-one hydraulic power steering system mainly consists of a steering wheel 1, a steering column 2, and an integrated power steering gear 3 (including steering control valve 4, mechanical steering gear 5, Power cylinder 6, oil pressure reaction chamber 7, reaction plunger 8), steering oil tank 9, electric steering oil pump 10, steering oil pipe 11, diverter valve 12 and fixed orifice 13, solenoid valve 14, steering control unit It consists of ECU 15, vehicle speed sensor 16, etc., and its main structural feature is that two pairs of counter force plungers are installed on the front end of the steering control rotary valve spool. A steering angular velocity sensor 17 is arranged on the steering column 2, and the steering angular velocity sensor converts the steering angular velocity into a corresponding electrical signal and sends it to the steering control unit ECU during steering. The solenoid valve 14 adopts the solenoid valve with a travel switch of the present invention, and the steering control unit ECU 15 judges whether the solenoid valve fails by detecting the voltage change of the travel switch circuit.

When the system is working normally, the steering motor works in the high-efficiency steering range to realize the function of electronically controlled hydraulic power steering, that is, it works in the electronically controlled working mode; using the solenoid valve with travel switch, the steering control unit ECU can judge Whether the solenoid valve fails; when the solenoid valve fails to realize the electronically controlled hydraulic power steering function, the steering control unit ECU controls the steering motor to work with frequency conversion according to the vehicle speed and steering angular velocity to realize the electrohydraulic power steering function, that is, it works in the electric working mode . In this way, the electric and electronically controlled two-in-one hydraulic power steering system can realize "light steering at low speeds, enhanced road feeling (that is, reduced power assistance) and avoid drifting at high speeds" under different working conditions, while saving energy and high efficiency.

On the whole, the transition from the electronically controlled working mode to the electric working mode is to judge whether the solenoid valve installed in the hydraulic pipeline can work normally. If the solenoid valve can work normally according to the signal of the steering control unit ECU, the system works in the electric control mode; when the solenoid valve is found to be ineffective, the system switches to the electric work mode. The key point of the utility model is to judge by adding a travel switch in the electromagnetic valve.

Fig. 2 is a solenoid valve without a travel switch, the solenoid valve includes a valve body 18, a hollow plunger 19 arranged in the valve body 18, and an electromagnetic coil 20 arranged outside the valve body 18, the hollow plunger 19 includes a 18 guides a mating plunger body 21 and projection 22 . The plunger body 21 is connected to the protrusion 22 through a transition shoulder 23 , and a spring 24 is used to push up the transition shoulder 23 . The solenoid valve maintains the hollow plunger 19 in a normally open state through the spring 24, and is a normally open solenoid valve. The hollow plunger 19 is provided with a small valve port 25 and a large valve port 26 matched with the valve body 18 . Through the reciprocating movement of the hollow plunger 19 up and down, the opening of the solenoid valve changes, that is, the flow rate from the small valve port to the large valve port changes, thereby controlling the hydraulic power steering.

Figure 3 shows a solenoid valve with a travel switch added, and a travel switch is added on the basis of Figure 2. The travel switch includes a switch contact 27. Under normal circumstances, the switch contact 27 is in contact with the contact of the protrusion 22 of the hollow plunger 19 of the electromagnetic valve in the normally open position. The switch contact has a closing position, which is used to conduct the circuit where the travel switch is located when the hollow plunger 19 of the solenoid valve is in the normally open position; it also has an opening position, which is used to disconnect when the hollow plunger 19 of the solenoid valve is in action. The circuit where the limit switch is located. A support sleeve 28 is arranged inside the spring 24 , and the circuit where the travel switch is located includes a wire 29 arranged in the support sleeve 28 , and the support sleeve 28 is used to support the wire 29 . The upper end of the support sleeve 28 is provided with an inversion edge, the switch contact 27 of the travel switch is arranged on the lower side of the inversion edge, and the wire 29 has a contact point for contacting the switch contact 27 on the inversion edge, and the solenoid valve The protrusion 22 of the hollow plunger passes through the inversion edge and is connected with the switch contact 27 through the contact. The circuit where the travel switch is located also includes a wire 30 and a wire 31 arranged outside the solenoid valve body 18, the wire 31 is connected to the positive pole of the ECU output power supply, the wire 30 is grounded, and a diode 32 is arranged in the circuit, and the anode of the diode 32 is connected to the ground .

In the state shown in Figure 3, the circuit where the limit switch is located is in the conduction state. At this time, the ECU collects the voltage signal and can detect "high" voltage. When the solenoid valve is given an action signal and the hollow plunger moves downward, the protrusion 22 of the hollow plunger will drive the contact (contacting with the switch contact 27 of the travel switch) downward, thereby disconnecting the circuit where the travel switch is located. When the voltage signal is collected by the ECU, the voltage signal is "low", as shown in Figure 4. If the action signal is given to the solenoid valve, when the voltage signal is collected through the ECU, the "high" voltage signal can still be collected, which means that the solenoid valve is invalid.

In this embodiment, the solenoid valve is applied to the electronic control and electric two-in-one hydraulic power steering system, but it should be pointed out that the solenoid valve of the present utility model can also be applied to other fields, as long as the travel switch added to the solenoid valve is used to control the solenoid valve. Judging whether the solenoid valve fails is within the protection scope of the present utility model.

Although the content of the present invention has been described in detail through the above preferred embodiments, it should be recognized that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions of the present utility model will be obvious to those skilled in the art after reading the above content. Therefore, the protection scope of the present utility model should be defined by the appended claims.

Claims (5)

1. A solenoid valve, comprising a valve body and a solenoid valve plunger, characterized in that it also includes a travel switch installed on the movement path of the solenoid valve plunger for being triggered by the solenoid valve plunger. 2. The solenoid valve according to claim 1, characterized in that, the solenoid valve is a normally open solenoid valve in which the solenoid valve plunger is kept in a normally open position by a spring, and the travel switch includes a switch contact, a switch The contacts make contact with the solenoid valve plunger in the normally open position. 3. The solenoid valve according to claim 2, characterized in that the switch contact has a closing position for conducting the circuit where the travel switch is located when the solenoid valve plunger is in the normally open position and is used for switching when the solenoid valve plunger is in action. Disconnect the opening position of the circuit where the travel switch is located. 4. The solenoid valve according to claim 3, wherein a support sleeve is arranged in the spring, the circuit where the travel switch is located includes a wire arranged on the support sleeve, and the upper end of the support sleeve is provided with an inversion edge, The switch contact is arranged on the lower side of the inversion edge, the wire has a contact point on the inversion edge for contacting the switch contact, and the solenoid valve plunger has a pass through the inversion edge and realizes contact with the inversion edge. The switch contacts contact the associated projections. 5. The solenoid valve according to claim 4, wherein the plunger includes a plunger body that guides and cooperates with the valve body, the plunger body is connected to the protrusion through a transition shoulder, and the spring is used to jack up the transition shoulder.