JP4737041B2 - solenoid valve - Google Patents

Description

  The present invention relates to an electromagnetic valve, and more particularly to an electromagnetic valve suitable as a hydraulic control valve used in a hydraulic circuit such as a hydraulic brake device for a vehicle.

  Conventionally, a hydraulic pressure corresponding to the operating force of a brake pedal is generated in a hydraulic pressure circuit, and a braking force is applied to a vehicle wheel by supplying the hydraulic pressure in the hydraulic pressure circuit to a wheel cylinder. A hydraulic brake device is known. Such a hydraulic brake device is provided with an electromagnetic valve such as a pressure increasing valve or a pressure reducing valve in front of the wheel cylinder. By supplying and closing these electromagnetic valves, hydraulic fluid is supplied to and discharged from the wheel cylinder. The hydraulic pressure is controlled by adjusting the amount, and an appropriate braking force is applied to each wheel.

  An electromagnetic valve used in such a hydraulic brake device is configured by integrally assembling a body incorporating a valve portion and a solenoid. A valve seat is provided in a passage through which hydraulic fluid is introduced and led out inside the body, and a valve body that can be attached to and detached from the valve seat to open and close the valve portion is disposed. The valve body is supported by a plunger constituting a solenoid so as to be able to operate integrally.

  For example, in the case of a normally closed solenoid valve, when the solenoid is energized, a suction force (hereinafter also referred to as “solenoid force”) is generated between the fixed iron core of the solenoid and the plunger, and the valve body is moved to the valve seat. It operates in the valve opening direction away from the valve. Between the plunger and the fixed iron core, a spring that biases the plunger and thus the valve body against the solenoid force in the valve closing direction to be separated from the fixed iron core is interposed. For this reason, when the energization to the solenoid is interrupted, the valve body is seated on the valve seat and maintains the valve closed state. During the control in which the solenoid is energized, the valve opening is adjusted so that the force due to the differential pressure across the valve, the solenoid force, and the load due to the spring are balanced.

  By the way, such a solenoid valve generally has a problem of self-excited vibration due to fluctuations in the differential pressure between the front and rear due to operation of a brake pedal or the like. For example, when attempting to start from a state where the vehicle is stopped with the brake applied, when the operation of the brake pedal is loosened, the hydraulic fluid flows into the reservoir from the brake cylinder by opening control of the pressure reducing valve by the control unit. In this case, when the valve body is separated from the valve seat in the valve portion of the pressure reducing valve, the frictional resistance between the two is rapidly reduced, so that the self-excited vibration of the pressure reducing valve is likely to occur.

  More specifically, when the solenoid is energized and the valve element moves away from the valve seat as the plunger operates, the hydraulic fluid flows from the high pressure primary pressure side to the low pressure secondary pressure side. In particular, since the flow of the hydraulic fluid in the valve portion fluctuates immediately after the valve is opened, the valve body and thus the plunger receives a fluid force due to the fluctuating flow. This transient force imbalance causes the plunger to vibrate. On the other hand, the valve pressure increases immediately after the valve is opened, but it takes time until the pressure reaches the spring chamber in which the spring is accommodated, that is, until the high-pressure hydraulic fluid circulates on the opposite side of the plunger valve. There is a delay. For this reason, the force due to the differential pressure across the valve body is applied to the plunger. The fluid force of the hydraulic fluid flowing through such a valve portion and the force due to the differential pressure serve as an energy source for generating self-excited vibration. In the case of other solenoid valves such as a pressure increasing valve, the problem of self-excited vibration can also occur due to the large fluctuation in the differential pressure across the valve.

  On the other hand, for example, an electromagnetic valve provided with a damper mechanism for relaxing the movement speed of the plunger in the axial direction is known (for example, see Patent Document 1).

In this solenoid valve, a sliding surface with the inner peripheral surface of the sleeve is formed at the central portion in the axial direction of the plunger inserted in the sleeve. The sliding surface cooperates with the inner peripheral surface of the sleeve to liquid-tightly seal the valve chamber on the side where the valve portion is provided and the damper chamber on the side where the spring is disposed. The sliding surface is integrally formed with a constricted portion formed by a recess, and the hydraulic fluid in the damper chamber can move into the valve chamber only through the constricted portion, and this constitutes a damper mechanism.
Japanese Patent Laid-Open No. 2002-147639

  However, even in such a solenoid valve, the size of the passage of the hydraulic fluid formed by the throttle portion is fixed, and only a certain damping effect can be obtained. For this reason, for example, although the purpose of reducing the operation noise at the time of opening and closing the valve portion can be achieved to some extent, it has not been sufficient from the viewpoint of preventing or suppressing self-excited vibration.

  The present invention has been made in view of such problems, and an object thereof is to provide an electromagnetic valve capable of effectively suppressing self-excited vibration with a relatively simple configuration.

In order to solve the above problems, an electromagnetic valve according to an aspect of the present invention is an electromagnetic valve in which a body provided with a valve portion therein and a solenoid for controlling the opening degree of the valve portion are provided integrally. A valve body that is detachably disposed on a valve seat provided in the body and that can open and close the valve part, and supports the valve body in the opening and closing direction of the valve part, and on the fixed iron core of the solenoid on the opposite side of the valve body A plunger that is arranged opposite to receive the suction force of the solenoid, a biasing means that biases the plunger in the valve closing direction of the valve body, and a throttle passage fixed between the plunger and the inner peripheral surface of the body And a flexible elastic body that partitions the body into a valve chamber in which the valve portion is disposed and a damper chamber for imparting resistance to the movement of the plunger. The elastic body has a ring-shaped main body fitted to the outer peripheral surface of the valve body, the plunger, or the connecting member of both, and an annular groove is formed on the surface of the main body on the damper chamber side, so that the damper chamber side Rigidity is made smaller than the rigidity on the valve chamber side, and has a lip portion formed by thinning the outer peripheral portion by forming an annular groove, and between the lip portion and the inner peripheral surface of the body A throttle passage is formed.

  Here, the “valve portion” means a portion that is constituted by a valve body and a valve seat and opens and closes a passage through which hydraulic fluid flows. Further, the expression “the elastic body is fixed to the plunger” may include a configuration in which the elastic body is directly or indirectly fixed to the plunger. That is, the elastic body may be directly fixed to the plunger, or may be indirectly fixed to the plunger by being fixed to the valve body. Or you may be indirectly fixed to the plunger by fixing to another member which connects a plunger and a valve element.

  According to this aspect, the valve body is integrally supported by the plunger, and when the solenoid is not energized, the valve closing state is maintained by the urging force of the urging means. To shift to the valve open state. At that time, the hydraulic fluid on the primary pressure side is introduced into the valve chamber via the valve portion and led out to the secondary pressure side. A part of the hydraulic fluid introduced into the valve chamber is introduced into the damper chamber via the throttle passage. In this aspect, the throttle passage serves as a flow resistance of the hydraulic fluid, and when the plunger moves in the opening / closing direction of the valve portion, a damping function according to the viscous resistance of the hydraulic fluid acts. As a result, even if vibration occurs in the plunger, it is effectively damped.

  On the other hand, particularly immediately after the valve is opened, the frictional resistance of the valve portion is rapidly reduced by separating the valve body from the valve seat. Further, due to the presence of the throttle passage, there is a time delay until the pressure on the valve chamber side is transmitted to the damper chamber side. For this reason, in general, self-excited vibration is likely to occur during a transition period immediately after the valve opening until the valve opening is relatively stable.

  However, according to this aspect, since it is the flexible elastic body that defines the throttle passage, the time lag in the pressure rise is quickly eliminated. That is, when the differential pressure between the valve chamber side and the damper chamber side increases, the elastic body bends and deforms in the flow direction of the hydraulic fluid and slightly increases the cross section of the throttle passage. For this reason, it becomes easy to temporarily move hydraulic fluid from the valve chamber side to the damper chamber side, and acts so that the differential pressure is quickly reduced. As a result, the pressure applied to the plunger is quickly balanced, and the occurrence of self-excited vibration is effectively suppressed. In addition, by using an elastic body instead of a rigid body to define the throttle passage, the elastic body itself can be elastically deformed in some cases when sliding in the body, thereby preventing excessive restriction on the movement of the plunger. be able to.

Further, by reducing the rigidity on the damper chamber side, the elastic body is easily bent and deformed toward the damper chamber side. As a result, the time lag in the pressure increase can be eliminated more quickly.

Further, this elastic body can be elastically deformed toward the damper chamber side by the differential pressure generated during the valve opening operation of the valve portion, and the cross-sectional area of the throttle passage can be increased. In addition, even if self-excited vibration is induced due to the reduced rigidity due to the annular groove, the outer part of the annular groove opens and deforms so as to protrude from the inner surface of the body. It acts to confine the hydraulic fluid in the damper chamber. For this reason, the damping effect by the viscous resistance of the hydraulic fluid can be largely retained, and the self-excited vibration can be effectively suppressed.

  According to this aspect, the lip portion of the elastic body forms a throttle passage between the distal end portion of the outer peripheral surface and the inner peripheral surface of the body. If the shape of the outer peripheral surface is projected or bulged, the surface pressure during sliding between the lip portion and the inner surface of the body can be increased. When the differential pressure between the valve chamber and the damper chamber increases, the lip portion flexes and deforms so as to close inward to enlarge the throttle passage, and when the differential pressure decreases, the lip portion returns to its original shape and reduces the throttle passage. To do. Thus, the structure which changes the magnitude | size of a throttle path by deformation | transformation of a lip | rip part is easily realizable.

  In addition, when the lip slides on the inner surface of the body toward the damper chamber, when the elastically deformed portion returns to its original position, the so-called self that operates to drive the surrounding hydraulic fluid into the damper chamber Exhibits the pump function. For this reason, the damping effect by the damper chamber can be further enhanced.

  In addition, when the temperature is high, the viscosity resistance of the hydraulic fluid generally decreases, and energy due to the fluid force increases, and self-excited vibration is likely to occur. However, the elastic body is composed of a member having a larger linear expansion coefficient than the valve body and the plunger. Thus, the occurrence of the self-excited vibration can be suppressed. That is, since the elastic body expands at a high temperature and narrows the throttle passage, the working fluid in the damper chamber is confined. As a result, the damping effect is enhanced and self-excited vibration can be effectively suppressed.

  According to the solenoid valve of the present invention, self-excited vibration can be effectively suppressed with a relatively simple configuration.

The best mode for carrying out the present invention will be described below in detail with reference to the drawings. FIG. 1 is an explanatory diagram showing a hydraulic circuit of a hydraulic brake device to which a solenoid valve according to an embodiment of the present invention is applied.
The hydraulic brake device 10 constitutes an electronically controlled brake system for vehicles, and controls the four-wheel brakes of the vehicle independently and optimally based on the amount of operation of the brake pedal 12 by the driver.

  The brake pedal 12 is connected to a master cylinder 14 that sends out brake fluid as hydraulic fluid in response to a depression operation by the driver. The brake pedal 12 is provided with a stroke sensor 46 for detecting the depression stroke. One output port of the master cylinder 14 is connected to a stroke simulator 24 that creates a reaction force according to the operating force of the brake pedal 12 by the driver. A simulator cut valve 23 is provided in the flow path connecting the master cylinder 14 and the stroke simulator 24. The master cylinder 14 is connected to a reservoir tank 26 for storing brake fluid.

  A brake hydraulic pressure control pipe 16 for the right front wheel is connected to one output port of the master cylinder 14. The brake hydraulic pressure control pipe 16 is connected to a wheel cylinder 20FR for the right front wheel. A brake hydraulic pressure control pipe 18 for the left front wheel is connected to the other output port of the master cylinder 14. The brake hydraulic control pipe 18 is connected to a wheel cylinder 20FL for the left front wheel. The brake oil pressure control pipe 16 for the right front wheel is provided with a right electromagnetic on-off valve 22FR, and the brake oil pressure control pipe 18 for the left front wheel is provided with a left electromagnetic on-off valve 22FL. These right solenoid on-off valve 22FR and left electromagnetic on-off valve 22FL are normally open solenoid valves that are open when not energized and switched to closed when energized.

  The brake hydraulic control pipe 16 for the right front wheel is provided with a right master pressure sensor 48FR that detects the master cylinder pressure on the right front wheel side, and the brake hydraulic control pipe 18 for the left front wheel has a left front wheel side. A left master pressure sensor 48FL for measuring the master cylinder pressure is provided.

  On the other hand, one end of a hydraulic supply / discharge pipe 28 is connected to the reservoir tank 26. A suction port of an oil pump 34 driven by a motor 32 is connected to the other end of the hydraulic supply / discharge pipe 28. The discharge port of the oil pump 34 is connected to the high pressure pipe 30. An accumulator 50 and a relief valve 53 are connected to the high pressure pipe 30.

  The accumulator 50 stores the brake fluid boosted by the oil pump 34. When the pressure of the brake fluid in the accumulator 50 increases abnormally, the relief valve 53 is opened, and the high-pressure brake fluid is returned to the hydraulic supply / discharge pipe 28. Further, the high-pressure pipe 30 is provided with an accumulator pressure sensor 51 that detects the outlet pressure of the accumulator 50.

  The high pressure pipe 30 is connected to the right front wheel wheel cylinder 20FR, the left front wheel wheel cylinder 20FL, the right rear wheel wheel cylinder 20RR, and the left rear wheel through the pressure increasing valves 40FR, 40FL, 40RR, 40RL. It is connected to the cylinder 20RL. Hereinafter, the wheel cylinders 20FR to 20RL will be collectively referred to as “wheel cylinders 20”, and the pressure increase valves 40FR to 40RL will be appropriately collectively referred to as “pressure increase valves 40”. The pressure increasing valve 40 is a normally closed electromagnetic flow control valve (linear valve) that is closed when not energized and is used for pressure increasing of the wheel cylinder 20 as necessary.

  Further, the wheel cylinder 20FR for the right front wheel and the wheel cylinder 20FL for the left front wheel are connected to the hydraulic supply / discharge pipe 28 via the pressure reducing valve 42FR or 42FL, respectively. The pressure reducing valves 42FR and 42FL are normally closed electromagnetic flow control valves (linear valves) used for pressure reduction of the wheel cylinders 20FR and 20FL as necessary. On the other hand, the wheel cylinder 20RR for the right rear wheel and the wheel cylinder 20RL for the left rear wheel are connected to the hydraulic supply / discharge pipe 28 via a pressure reducing valve 42RR or 42RL which is a normally open electromagnetic flow control valve. . Hereinafter, the pressure reducing valves 42FR to 42RL are collectively referred to as “pressure reducing valve 42” as appropriate.

  Wheel cylinders for detecting the wheel cylinder pressure, which is the pressure of the brake fluid acting on the corresponding wheel cylinder 20, in the vicinity of the wheel cylinders 20FR to 20RL for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel Pressure sensors 44FR, 44FL, 44RR and 44RL are provided.

  The right electromagnetic on-off valve 22FR and the left electromagnetic on-off valve 22FL, the pressure increasing valves 40FR to 40RL, the pressure reducing valves 42FR to 42RL, the oil pump 34, the accumulator 50, and the like constitute the hydraulic actuator 80 of the hydraulic brake device 10. The hydraulic actuator 80 is controlled by the ECU 200.

  In the hydraulic brake device 10, the ECU 200 calculates the target deceleration of the vehicle from the pedal stroke indicating the depression amount of the brake pedal 12 and the master cylinder pressure, and the wheel cylinder pressure of each wheel according to the calculated target deceleration. The target hydraulic pressure, that is, the target wheel cylinder pressure is obtained. Then, the ECU 200 controls the pressure increasing valve 40 and the pressure reducing valve 42 so that the wheel cylinder pressure of each wheel becomes the target wheel cylinder pressure.

  When the accumulator pressure is less than the lower limit value of the preset control range, the oil pump 34 is driven by the ECU 200 to increase the accumulator pressure. When the accumulator pressure enters the control range, the drive of the oil pump 34 is stopped. Is done.

  Next, a specific configuration of the hydraulic control valve used as the pressure increasing valve 40 and the pressure reducing valve 42 will be described. FIG. 2 is a cross-sectional view showing the configuration of the hydraulic control valve of the present embodiment. In the following description, the positional relationship of each component may be expressed on the basis of the illustrated state for convenience.

  The hydraulic control valve 101 is configured as an electromagnetic valve in which a body 102 provided with a valve portion therein and a solenoid 103 for controlling the opening degree of the valve portion are provided integrally.

  The body 102 has a stepped cylindrical shape, and is provided with an introduction port 104 for introducing brake fluid from the upstream side (primary pressure side) at the upper end opening, and downstream of the brake fluid at the side near the center in the longitudinal direction. A lead-out port 105 that leads to the side (secondary pressure side) is provided. A bottomed cylindrical valve seat member 106 is press-fitted into a passage communicating between the introduction port 104 and the outlet port 105, and a valve hole penetrating in the axial direction is provided at the center of the bottom of the valve seat member 106. 107 is provided. The opening on the outlet port 105 side of the valve hole 107 is formed in a tapered shape, and the valve seat 108 is formed by the tapered surface.

  A valve body 109 is disposed below the valve seat 108 in the body 102. The valve body 109 is composed of one end of a stepped columnar rod member 111 and is detachably disposed on the valve seat 108 from the outlet port 105 side.

  In addition, a filter 112 is attached to the upper end portion of the valve seat member 106 so as to cover the introduction port 104, thereby preventing foreign matter from entering the body 102. Similarly, a filter 113 is attached to the side portion of the body 102 so as to cover the outlet port 105.

  On the other hand, the solenoid 103 includes a cylindrical fixed iron core 121 joined to the lower end portion of the body 102, a columnar plunger 122 disposed in a space surrounded by the body 102 and the fixed iron core 121, and a fixed iron core 121. An electromagnetic coil 123 that is externally attached to the electromagnetic coil 123 and a case 124 that accommodates the electromagnetic coil 123 therein are provided. The case 124 has an upper end fixed to the lower end of the body 102 and a lower end fixed to the lower end of the fixed iron core 121. In the present embodiment, the combination of the body 102 and the fixed iron core 121 can be regarded as the body of the hydraulic control valve 101 as a whole.

  The plunger 122 is provided with a connecting hole 126 at the center of the upper end surface. The valve body 109 is integrally fixed to the plunger 122 by press-fitting the end of the rod member 111 opposite to the valve body 109 into the connecting hole 126. In addition, a plurality of communication holes 127 penetrating the plunger 122 in the axial direction are formed in the peripheral portion of the plunger 122 so that the working fluid is also introduced to the fixed iron core 121 side. The plunger 122 is disposed opposite to the fixed iron core 121 on the side opposite to the valve body 109.

  An elastic body 130 having a ring-shaped main body is fixed to the outer peripheral surface of the rod member 111 by press-fitting. The elastic body 130 is made of rubber having flexibility in the present embodiment, and forms a throttle passage 131 between the outer peripheral surface thereof and the inner peripheral surface of the body 102. With this throttle passage 131 as a boundary, a valve chamber 141 is formed on the valve body 109 side, and a damper chamber 142 is formed on the plunger 122 side. A circular annular groove 132 having a predetermined depth is formed on the surface of the elastic body 130 on the plunger 122 side so that the rigidity of the circular groove 132 is reduced.

  The fixed iron core 121 has a bottomed cylindrical shape, and its inner diameter is gradually reduced toward the bottom. Between the bottom of the fixed iron core 121 and the plunger 122, a spring 136 is interposed as an urging means for urging the plunger 122 in the upward valve closing direction.

Next, the configuration and operation of the main part of the hydraulic control valve according to the present embodiment will be described.
3 to 5 are conceptual diagrams showing the configuration around the elastic body of the hydraulic control valve in FIG. FIG. 3 shows a state in a steady state, and FIG. 4 shows a state immediately after valve opening. Furthermore, FIG. 5 shows a state when the hydraulic control valve is placed in a high temperature environment.

  As shown in FIG. 3, a valve chamber 141 in which a valve portion is disposed, a spring 136, and the like are disposed with a throttle passage 131 formed between the outer peripheral surface of the elastic body 130 and the inner peripheral surface of the body 102 as a boundary. The damper chamber 142 is partitioned. In the damper chamber 142, viscous resistance due to the hydraulic fluid is given to the movement of the plunger 122.

  The elastic body 130 is disposed so as to cover the communication hole 127 of the plunger 122 from the valve chamber 141 side. Further, due to the formation of the annular groove 132 described above, the rigidity of the elastic body 130 on the damper chamber 142 side becomes smaller than the rigidity on the valve chamber 141 side, and the outer peripheral portion of the elastic body 130 has a flexible thin wall shape. A lip portion 143 is formed. The lip portion 143 forms a throttle passage 131 by the tip portion of the outer peripheral surface that swells toward the inner peripheral surface side of the body, and bends inward due to the differential pressure across it, that is, the pressure difference between the valve chamber 141 and the damper chamber 142. The throttle passage 131 is enlarged, or in some cases, it is bent outward to close the throttle passage 131.

  That is, as shown in FIG. 4, for example, immediately after the valve is opened, high-pressure hydraulic fluid is introduced through the valve portion, but due to the presence of the throttle passage 131, the pressure increase on the damper chamber 142 side is increased on the valve chamber 141 side. It is later than that. However, the lip portion 143 of the elastic body 130 bends inward as shown in the figure by the differential pressure between the pressure in the valve chamber 141 and the pressure in the damper chamber 142. For this reason, it becomes easy for the hydraulic fluid to pass through the throttle passage 131, and the pressure in the damper chamber 142 is quickly increased. As a result, the pressure in the valve chamber 141 and the pressure in the damper chamber 142 are balanced relatively quickly, so that an unstable pressure difference applied to the plunger 122 is quickly eliminated. As a result, the occurrence of self-excited vibration is suppressed.

  In a transition period from immediately after opening the valve to a steady state in which the valve opening is stable, the lip portion 143 opens and closes according to the movement of the plunger 122. At that time, the lip portion 143 opens and closes. At the same time, a so-called self-pump function that operates so as to stir the surrounding hydraulic fluid into the damper chamber 142 side is exhibited. For this reason, the viscous resistance in the damper chamber 142 is increased, and the damping effect for suppressing self-excited vibration can be further enhanced.

  When the valve opening reaches a steady state, the lip portion 143 of the elastic body 130 opens to return to the original state shown in FIG. 3 and effectively exerts the action of viscous resistance by the throttle passage 131. That is, when the plunger 122 moves in the opening / closing direction of the valve portion, the moving speed is suppressed by the viscous resistance of the hydraulic fluid passing through the throttle passage 131. For this reason, the movement of the plunger 122 is also stabilized.

  Further, when the hydraulic pressure control valve 101 is placed in a high temperature environment, the viscosity resistance of the hydraulic fluid is generally low, energy due to the fluid force is increased, and self-excited vibration is likely to occur. However, in the present embodiment, the plunger 122 and the rod member 111 are made of metal, while the elastic body 130 is made of rubber having a larger linear expansion coefficient. For this reason, as shown in FIG. 5, under the high temperature environment, the lip portion 143 expands outward as shown in the drawing and acts in the direction of closing the throttle passage 131. For this reason, when the hydraulic fluid in the damper chamber 142 is pushed in, the viscous resistance increases. As a result, the damping effect is further enhanced, and the occurrence of self-excited vibration can be effectively suppressed.

  Also in this case, when the lip portion 143 slides on the inner surface of the body 102, the above-described self-pump function can be exhibited when the elastically deformed portion returns due to the sliding. This self-pumping function also contributes to the improvement of the damping effect.

  As described above, in the hydraulic control valve 101 of the present embodiment, the throttle passage 131 is defined by the elastic body 130 disposed between the valve chamber 141 and the damper chamber 142. The elastic body 130 is provided with an annular groove 132 on the surface on the damper chamber 142 side, and as a result, a flexible lip portion 143 is formed on the outer periphery thereof. When the differential pressure between the valve chamber 141 and the damper chamber 142 increases, the lip portion 143 bends and deforms so as to close inward. When the differential pressure decreases, the lip portion 143 opens outward and returns to its original shape. Thereby, the cross section of the throttle passage 131 is enlarged or reduced. For this reason, when the differential pressure increases, for example, immediately after the opening of the valve portion, the high-pressure hydraulic fluid in the valve chamber 141 is quickly introduced into the damper chamber 142 by increasing the cross-sectional area of the throttle passage 131, The balance can be stabilized. Further, even if self-excited vibration is generated in the transitional period immediately after the valve opening until the valve opening is relatively stable, the lip portion 143 also exhibits the above-described self-pump mechanism when the plunger 122 vibrates, and the damper chamber Increase the viscous resistance in 142. As a result, the damping effect is enhanced and the occurrence of self-excited vibration can be effectively suppressed.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added to the embodiments based on the knowledge of those skilled in the art. The described embodiments can also be included in the scope of the present invention.

  For example, in the above embodiment, the annular groove 132 is formed on one side surface of the elastic body 130 so that the elastic body 130 is easily bent. However, by forming one or a plurality of concave portions of other shapes, the elastic body 130 is elastic. The body 130 may be flexible. Further, if sufficient flexibility is obtained, the concave portion need not be formed.

  In the above-described embodiment, the recess is provided on the surface of the elastic body 130 on the damper chamber 142 side to reduce its rigidity. However, in order to reduce the rigidity of the entire elastic body 130, the surface on the valve chamber 141 side is also provided. A recess may be provided.

It is explanatory drawing showing the hydraulic circuit of the hydraulic brake apparatus with which the solenoid valve which concerns on embodiment of this invention is applied. It is sectional drawing showing the structure of the hydraulic control valve of this Embodiment. It is a conceptual diagram showing the structure of the elastic body periphery of the hydraulic control valve of FIG. It is a conceptual diagram showing the structure of the elastic body periphery of the hydraulic control valve of FIG. It is a conceptual diagram showing the structure of the elastic body periphery of the hydraulic control valve of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Hydraulic brake device, 40 Pressure increase valve, 42 Pressure reduction valve, 101 Fluid pressure control valve, 102 Body, 103 Solenoid, 108 Valve seat, 109 Valve body, 111 Rod member, 121 Fixed iron core, 122 Plunger, 123 Electromagnetic coil, 127 Communication hole, 130 elastic body, 131 throttle passage, 132 annular groove, 136 spring, 141 valve chamber, 142 damper chamber, 143 lip portion.

Claims (3)

In a solenoid valve in which a body provided with a valve part inside and a solenoid for controlling the opening degree of the valve part are provided integrally,
A valve body that is detachably disposed on a valve seat provided in the body and capable of opening and closing the valve portion;
A plunger that supports the valve body in the opening and closing direction of the valve portion, and that is opposed to the fixed iron core of the solenoid on the opposite side of the valve body and receives the suction force of the solenoid;
Biasing means for biasing the plunger in the valve closing direction of the valve body;
It is fixed with respect to the plunger, and forms a throttle passage between the inner peripheral surface of the body, thereby resisting the movement of the plunger and the valve chamber in which the valve portion is disposed in the body. A flexible elastic body that partitions into a damper chamber for imparting
Bei to give a,
The elastic body has a ring-shaped main body fitted to the outer peripheral surface of the valve body, the plunger, or a connecting member of both, and an annular groove is formed on the surface of the main body on the damper chamber side. The damper chamber side has a lip portion formed such that the rigidity on the damper chamber side is smaller than the rigidity on the valve chamber side, and the outer peripheral portion is thinned by the formation of the annular groove, and the lip portion and the body An electromagnetic valve , wherein the throttle passage is formed between the inner peripheral surface of the electromagnetic valve and the inner peripheral surface . The solenoid valve according to claim 1, wherein a plurality of communication holes penetrating the plunger in the axial direction are provided . The electromagnetic valve according to claim 2 , wherein the elastic body is made of a member having a larger linear expansion coefficient than the valve body and the plunger.

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