TWM598807U - Closed pressure reducing valve - Google Patents

Abstract

A closed pressure reducing valve is applied to a vehicle anti-lock brake system. The closed pressure reducing valve includes: an antimagnetic sleeve, which includes an open end and a closed end; and a valve seat, one end of which is fixed to The open end has the same internal space of the valve seat as the internal space of the anti-magnetic sleeve and forms an accommodating space. The other end of the valve seat has a valve port; a magnetic component set is arranged in the container In the accommodating space, the magnet assembly includes a movable part and a fixed part; the fixed part is fixed to the sealed end to isolate the fixed part from the outside; the movable part is slidably arranged in the accommodating space , And elastically connected with the fixed part, so that the movable part slides in the accommodating space through the fixed part. The closed pressure reducing valve solves the problem of wheel lock caused by excessive braking pressure in the prior art; the vehicle anti-lock brake system is energized or cut off through the magnetic component group to control the moving part to approach or close to the fixed part Far away, so that the valve port is opened or closed to control the flow of brake fluid into or out of the containing space, thereby achieving the effect of automatically adjusting the brake pressure.

Description

Closed pressure reducing valve

A pressure reducing valve, especially a closed pressure reducing valve in the technical field of vehicle safety.

The A.B.S. system (Anti-Lock Brake System, hereinafter referred to as ABS) is a system to prevent brake lockup. When the wheel locks up the moment, the ABS system will release the brake, and the braking force will be applied immediately after the wheel resumes rotation.

Therefore, ABS has become a representative of vehicle active safety systems. ABS can shorten the braking distance, prevent sideslip or uncontrollable conditions caused by wheel lock, to ensure driving safety. In ABS, the hydraulic unit is based on the ECU (Engine control unit; engine control unit). When the wheels are about to lock, the brake fluid in the wheel cylinder is pumped back to the master cylinder through the oil return (the brake cylinder has a master cylinder and a wheel cylinder). This prevents the wheels from locking up.

In summary, how to provide a pressure reducing valve for a vehicle anti-lock braking system, which can automatically adjust the brake pressure in the brake to prevent wheel lock due to excessive braking force, which should be solved in the field of vehicle safety problem. Vehicles here generally refer to locomotives (for example, two-wheeled, three-wheeled or four-wheeled locomotives), racing cars, automobiles, or other vehicles with multiple wheels (for example, electric wheelchairs).

In view of the shortcomings and deficiencies of the prior art, this creation provides a closed pressure reducing valve, which is applied to the vehicle anti-lock braking system to solve the problem of wheel lock due to excessive braking pressure in the prior art; The anti-lock brake system controls the moving part to be close to or away from the fixed part by energizing or de-energizing the magnet assembly, thereby opening or closing the valve port, thereby controlling the flow of brake fluid into or out of the accommodating space. To achieve the effect of automatically adjusting the brake pressure.

In order to achieve the above creative purpose, the technical means adopted in this creation is a closed pressure reducing valve, which is applied to a vehicle anti-lock braking system. The closed pressure reducing valve includes: an antimagnetic sleeve, which includes an opening End and a closed end; and a valve seat, one end of which is fixed to the open end, so that the inner space of the valve seat is the same as the inner space of the antimagnetic sleeve, and an accommodation space is formed. The other end of the valve seat has A valve port; a magnetic component set, which is set in the accommodating space, the magnetic component set includes a movable part and a fixed part; the fixed part is fixed to the sealed end, so that the fixed part and the outside Isolation; the movable part is slidably arranged in the accommodating space, and is elastically connected with the fixed part, so that the movable part slides in the accommodating space through the fixed part; wherein, the vehicle anti-lock brake By energizing or de-energizing the magnetic component group, the system causes the movable part to be closer to or away from the fixed part, thereby closing or opening the valve port.

In one embodiment, one end of the valve seat is fixed to the inner wall of the open end.

In one embodiment, the movable portion is provided with a sphere whose diameter is greater than or equal to the inner diameter of the valve port, or the movable portion is provided with a rubber pad whose outer diameter is greater than or equal to the inner diameter of the valve port. path.

In one embodiment, a mounting groove is arranged at the connecting portion of the movable part and the fixed part, and an elastic member in a compressed state is arranged in the mounting groove, and the movable part is elastically connected with the fixed part through the elastic member.

In one embodiment, one end of the elastic member is fixedly connected to the fixing member, and the other end of the elastic member is fixedly connected to the movable part.

In one embodiment, a filter; the vehicle anti-lock brake system further includes a body, the body is provided with a first oil port and a second oil port, so that the brake fluid flows into the first oil port through the Inside the accommodating space, and flowing from the accommodating space through the valve port into the second oil passage; the filter is wrapped around the peripheral part of the valve seat to prevent the first oil passage from flowing into the accommodating space The brake fluid in the space is filtered.

In one embodiment, the valve seat further includes a first fitting portion and a second fitting portion; the outer diameter of the first fitting portion is adapted to the inner diameter of the open end, so that the valve seat is fitted On the inner wall of the open end, the first fitting portion is fixedly connected to the opening end; the outer diameter of the second fitting portion is adapted to the inner diameter of the second oil port, so that the valve seat can penetrate the The second attachment portion is attached to the inner wall of the second oil passage, and the second attachment portion is fixedly connected to the second oil passage.

In one embodiment, the fixed part is a first iron block and/or the movable part is a second iron block.

As mentioned above, this invention is a closed pressure reducing valve, which is used in the vehicle anti-lock braking system. The vehicle anti-lock braking system is energized or de-energized through the magnet assembly to control the inflow or outflow of the fluid in the accommodating space, so as to solve the problem of wheel lock caused by excessive braking pressure in the prior art, and can achieve automatic Adjust the braking effect of the brake pressure in the vehicle's anti-lock braking system.

The following is to illustrate the implementation of this creation through specific specific embodiments. Those with ordinary knowledge in the technical field can easily understand the other advantages and effects of this creation from the content disclosed in this specification.

Please refer to Fig. 1 to Fig. 2. The closed pressure reducing valve of this creation includes an anti-magnetic sleeve 10, a valve seat 20 and a magnet assembly 3.

The antimagnetic sleeve 10 includes a closed end 100 and an open end 101. One end of the valve seat 20 is fixed to the open end 101. The antimagnetic sleeve 10 may be a barrel-shaped structure formed by welding the closed end 100 and the open end 101 or integrally formed. The barrel mouth end of the barrel structure is an open end 101. The bottom end of the barrel-shaped structure is a closed end 101.

The valve seat 20 further includes a first bonding portion 200 and a second bonding portion 201. The internal space of the valve seat 20 and the internal space of the anti-magnetic sleeve 10 form an accommodation space 204. One end of the valve seat 20 includes a valve port 203 for the flow of brake fluid.

The magnet assembly 3 is arranged in the accommodating space 204. The magnet assembly 3 includes a movable portion 31 and a fixed portion 30. The fixed portion 30 is fixed to the closed end 203, and the closed end 203 isolates the fixed portion 30 from the outside. The movable portion 31 is slidably disposed in the accommodating space 204 and adjacent to the opening end 101. The movable part 31 is elastically connected to the fixed part 30 so that the movable part 31 slides in the accommodating space 204 by the fixed part 30.

During the energization process of the vehicle anti-lock braking system and the magnet assembly 3, the movable part 31 and the fixed part 30 of the magnet assembly 3 need to have conductivity. Therefore, in order to improve the electromagnetic performance of the fixed part 30 and the movable part 31 made of low-carbon steel material, and to prevent rusting when exposed to the outside space, the antimagnetic sleeve 10 with the closed end 101 is used, and the valve seat 20 forms a The accommodating space 204 of sealing performance. The fixed portion 30 and the movable portion 31 are placed in the accommodating space 204, which can effectively prevent the fixed portion 30 and/or the movable portion 31 from being exposed to the risk of corrosion due to contact with the outside, thereby affecting the fixed portion 30 and/or the movable portion 31 electromagnetic performance. In one embodiment, the fixed part 30 is a first iron block and/or the movable part 31 is a second iron block. The fixing between the fixing portion 30 and the closed end 100 is riveting.

As described above, one end of the valve seat 20 is fixed to the open end 101 of the antimagnetic sleeve 10. The other end of the valve seat 20 is provided with a valve port 203 for the flow of brake fluid. The internal space of the valve seat 20 and the internal space of the antimagnetic sleeve 10 form an accommodation space 204 for accommodating the fixed portion 30 and the movable portion 31. The valve port 203 and the movable portion 31 can be sealed by contact to block the brake fluid in the accommodating space 204; or the valve port 203 and the movable portion 31 can be separated from each other, so that the brake fluid can flow out of the valve port 203.

In order to completely seal the movable part 31 and the valve port 203 to avoid liquid leakage, a rubber gasket is fixed at the end of the movable part 31 in contact with the valve port 203. The outer diameter of the rubber gasket is greater than or equal to the valve port. 203 inner diameter. When the movable portion 31 moves away from the fixed portion 30, the movable portion 31 approaches the valve port 203 and is in contact with the valve port 203, so that the movable portion 31 and the valve port 203 can be completely sealed.

Because the rubber gasket will age during use, which will affect the sealing performance, in order to make the movable part 31 and the valve port 203 can be completely sealed when in contact, a ball 34 can also be fixed at the end of the movable part 31. The diameter of the ball is greater than or equal to the inner diameter of the valve port 203, and the ball 34 completely covers the valve port 203, so as to prevent the rubber pad made of rubber from being easily aging during use, which may affect the sealing system. The ball 34 may be an iron ball.

When the vehicle anti-lock brake system needs to reduce the pressure due to excessive braking pressure, the solenoid valve coil of the vehicle anti-lock brake system is connected to the magnet assembly 3 and energized, and the movable part 31 and the fixed part 30 generate electromagnetic attraction force, because the fixed part 30 Compared with the movable part 31, the fixed part 30 is fixed in the accommodating space 204, so under the action of electromagnetic attraction, the movable part 31 will approach and adhere to the fixed part 30. When the movable part 31 approaches the fixed part 30, the movable part 31 and the valve port 203 are separated from each other, so the valve port 203 is in an open state. As shown in Figure 2, there is an opening gap between the movable portion 31 and the valve port 203, and the brake fluid flows from the opening gap to the master cylinder through the valve port 203 to achieve a pressure reducing effect.

When the anti-lock braking system of the vehicle needs to maintain pressure or increase pressure, the solenoid valve coil and the magnet assembly 3 in the anti-lock braking system of the vehicle are powered off, and the electromagnetic attraction between the movable part 31 and the fixed part 30 disappears. The movable part 31 is far away from the fixed part 30 under the action of its own weight. When the movable part 31 moves away from the fixed part 30, the movable part 31 contacts the valve port 203, so that the valve port 203 is in a closed state. Therefore, the opening gap between the valve port 203 and the movable part 31 disappears, and the brake fluid is blocked. The accommodating space 204 prevents the brake fluid from passing through the valve port 203, thereby achieving the effects of pressurization and retention.

In one embodiment, when the solenoid valve coil in the vehicle anti-lock braking system is connected to the magnet assembly 3 due to the excessive braking pressure and the pressure needs to be reduced, the fixed part 30 and the movable part 31 are attached under the action of electromagnetic attraction Together, the two are fixed to each other. When the anti-lock brake system of the vehicle needs to maintain pressure or pressurize, and the solenoid valve coil and the magnet assembly 3 are cut off, in this case of power cut, the movable part 31 hangs down under its own weight. Refer to Figure 1 and Figure 2 again. Since the vehicle body is prone to shake due to uneven roads or curved roads during actual operation of the vehicle, the vehicle body is extremely unstable. If the solenoid valve coil and the magnet assembly 3 are in a power-off state, the movable part 31 is prone to The body shakes and collides with the fixed part 30 or other parts, which affects the normal operation of the vehicle's anti-lock braking system.

In one embodiment, a mounting groove 32 is further provided at the connecting portion of the movable portion 31 and the fixed portion 30. An elastic member 33 in a compressed state is attached to the installation groove 32. The elastic member 33 is a flexible spring. The movable part 31 elastically connects the fixed part 30 through the elastic member 33. When the vehicle lock brake system needs to reduce the pressure due to excessive braking pressure, the solenoid valve coil of the vehicle anti-lock brake system is connected to the magnet assembly 3 to be energized, and the movable part 31 and the fixed part 30 generate electromagnetic attraction, because the fixed part 30 Compared with the movable portion 31, the fixed portion 30 is fixed in the accommodating space 203, so the movable portion 31 overcomes the elastic pressure of the elastic member 33 under the action of electromagnetic attraction, and approaches the fixed portion 30 and fits together.

In one embodiment, one end of the elastic body 33 is fixedly connected to the fixed portion 30, and the other end of the elastic member 33 is fixedly connected to the movable portion 31. The fixed connection is welding.

When the vehicle anti-lock brake system needs to maintain pressure or increase pressure, the solenoid valve coil of the vehicle anti-lock brake system and the magnet assembly 3 are powered off, and the electromagnetic attraction between the movable part 31 and the fixed part 30 disappears. The movable part 31 is far away from the fixed part 30 under the action of its own gravity. Due to the elastic pressure of the elastic member 33 between the movable part 31 and the fixed part 30, when the solenoid valve coil and the magnet assembly 3 are in a power-off state and the body is prone to shaking, the movable part 31 and the fixed part 30 There is still a repulsive force generated by the elastic member 33, so that the movable 31 and the fixed portion 30 are in a relatively fixed state. In order to prevent the solenoid valve coil and the magnet assembly 3 from being in a power-off state, the movable part 31 is likely to collide with the fixed part 30 or other parts due to body shaking, which affects the normal operation of the vehicle anti-lock braking system.

In one embodiment, the closed pressure reducing valve of the present invention further includes a filter 42 and a body 4. The body 4 is provided with a first oil passage 40 and a second oil passage 41, so that the brake fluid flows through the first oil passage 40 into the accommodation space 204, and from the accommodation space 204 through the valve port 203 into the second Through the oil port 41. The strainer 42 is wrapped on the outside of the valve seat 20 to filter the brake fluid flowing into the accommodating space 204 from the first oil port 40, which is to prevent the brake fluid flowing from the first oil port 40 from containing foreign matter And contaminate the pressure reducing valve, and then cause the pressure reducing valve to fail.

In one embodiment, the first fitting portion 200 is matched with the inner diameter of the opening end 101, so that the valve seat 20 is fitted to the inner wall of the opening end 101 through the first fitting portion 200, and the first fitting The portion 200 is fixedly connected to the open end 101.

If the first bonding portion 200 of the valve seat 2 is damaged or cracked, the brake fluid in the valve seat 20 will flow out through the aforementioned damage or crack. Since the valve seat 20 is fixed to the inner wall of the opening end 101 through the first fitting portion 200, but the valve seat 20 is still inside the antimagnetic sleeve 10, the brake fluid flowing out after damage or cracks will remain in the antimagnetic sleeve 10. The inside of the valve seat (in the accommodating space 204), so as to avoid liquid leakage caused by damage or cracks in the valve seat 20.

The outer diameter of the second fitting portion 201 matches the inner diameter of the second oil passage 41, so the valve seat 20 is fitted to the inner wall of the second oil passage 41 through the second fitting portion 201, and the second fitting The portion 201 is fixedly connected to the second oil passage 41.

In one embodiment, in order to improve the sealing performance between the valve body 20 and the anti-magnetic sleeve 10 and/or the body 4 to prevent oil leakage. The fixed connection between the first bonding portion 200 and the open end 101 is welding. The fixed connection between the second bonding portion 201 and the second oil passage 41 is welding.

In one embodiment, the fixed connection between the first fitting portion 200 and the open end 101 is welding; and the fixed connection between the second fitting portion 201 and the second oil passage 41 is welding. Because the existing welding and press-fitting technology adopts surface-to-surface contact, the welding and press-fitting surface is not flat enough, so that there may still be gaps and bubbles after welding and press-fitting, resulting in insufficient sealing performance. This creation also provides a fitting method, please refer to Figure 3 and Figure 4 for cooperation, the steps are as follows:

In step S1, at least one bonding ring 50 is provided on the first bonding portion 200, and the bonding ring 50 is convex relative to the first bonding portion 200. The first bonding portion 200 is a curved surface where the inner wall of the open end 101 is located.

In step S2, the second bonding part 201 is bonded to the bonding ring 50 in parallel with the first bonding part 200. The second bonding portion 201 is a curved surface of the outer wall of the valve seat 20.

In step S3, the first bonding portion 200 and the second bonding portion 201 are welded at the location of the bonding ring 50. In steps S1 and S2, the diameter of the bonding ring 50 may be the same as the inner diameter of the open end 101. The plane of the fitting ring 50 and the central vertical axis of the open end 101 are perpendicular to each other. The number of the bonding ring 50 may be plural. The multiple fitting rings 50 are distributed in parallel on the curved surface where the inner wall of the open end 101 is located. When the outer wall of the valve seat 20 and the inner wall of the open end 101 are welded and press-fitted, the bonding ring 50 is pressed by the second bonding part 201, so that the pressed bonding ring 50 is in the first bonding part A barrier ring with a certain thickness is formed between 200 and the second bonding portion 201, which can solve the disadvantages of poor sealing performance caused by gaps and bubbles that may exist in the existing welding and pressing technology.

In one embodiment, in order to facilitate the bonding of the first bonding portion 200 with the seam of the opening end 101, and the seamless bonding of the second bonding portion 201 with the second oil passage 41. As mentioned above, the inner wall of the second oil passage 41 is provided with one or more fitting rings 50. When the outer wall of the first bonding part 200 is welded and press-fitted with the inner wall of the open end 101, the second bonding part 201 presses the bonding ring 50 so that the pressed bonding ring 50 is in the first A barrier ring with a certain thickness is formed between the bonding portion 200 and the second bonding portion 201. When the outer wall of the second bonding portion 201 and the inner wall of the second oil passage 41 are welded and press-fitted, the second bonding portion 201 presses the bonding ring 50 to make the second bonding after pressing A barrier ring with a certain thickness is formed between the portion 201 and the first bonding portion 200 to solve the aforementioned problem of poor sealing performance.

The fitting ring 50 is provided on the inner wall of the open end 101 and/or the second oil passage 41 so that the first fitting part 200 and/or the second fitting part 201 are parallel to the fitting ring 50, which only It is an embodiment of this creation and is not a limitation. In another embodiment, the fitting ring 50 is arranged on the outer wall of the first fitting part 200 and/or the second fitting part 201 so that the open end 101 and/or the inner wall of the second oil passage 41 are parallel The fitting fitting ring 50 is also suitable for this creation.

In one embodiment, please refer to FIGS. 5 to 7 together, which are schematic diagrams of the first sealing mechanism formed by the protrusion 60 and the groove 62. In order to further improve the sealing performance between the first bonding part 200 and the second bonding part 201, in the above step S1, the first bonding part 200 may be provided with a protrusion 60; in the above step S2, the first The second bonding part 201 can be provided with a groove 62. The first fitting portion 200 is closely fitted to the groove 62 by the protrusion 60 to achieve the effect of completely sealing the accommodation space 203.

As described above, the first fitting portion 200 is tightly fitted to the groove 62 through the protrusion 60, which can be interpreted as the first fitting portion 200 and the second fitting portion 201 having a bent shape at the covering portion ( Vertical type) gap. For those with ordinary knowledge in the field, the bending gap is more obstructive than the straight gap. For linear gaps, external droplets can directly enter the accommodating space 204 through the linear gaps. The bending structure is used for the bending type gap, which makes the droplets accumulate in the concave part of the bending type gap after entering the bending type gap. Therefore, the droplets stay and accumulate at the bottom of the groove. This position can be explained by the principle of water accumulation in the cup. When water flows into the cup from one side of the cup, it is difficult for the water to automatically flow out from the other side of the cup under its own gravity, unless the entire cup of water is filled.

In one embodiment, in order to avoid the aforementioned phenomenon that the groove 62 fills up the entire glass of water, in this embodiment, a sealing ring 61 is fixed in the groove 62, as shown in FIG. The sealing ring 61 fills the space in the groove 62 and squeezes the sealing ring 61 in the groove 62 through the protrusion 60, so that the accommodating space 204 is completely sealed.

In one embodiment, please refer to FIGS. 5 to 7 again. As shown in FIGS. 5 to 7, the protrusion 61 further includes a pressing surface 601 and a pressing surface 600. The pressing surface 601 is in contact with the sealing ring 61 to press the sealing ring 61 in the groove 62. The surface of the pressing surface 601 is in the shape of an arc, which has a certain arc curvature. The purpose of designing the top pressure surface 601 as a circular arc is to increase the contact area between the protrusion 60 and the sealing ring 61, thereby improving the sealing effect. The pressing surface 600 contacts the inner wall of the groove 62.

Please refer to FIGS. 6 and 7 again. When the surface of the protrusion 60 is flat, the contact area between the protrusion 60 and the sealing ring 61 is the area of the contact plane, which is the notch area of the groove 62. When the surface of the pressing surface 601 is arc-shaped, the contact area between the protrusion 60 and the sealing ring 61 is the area of the contact arc surface, that is, is larger than the notch area of the groove 62. For those with ordinary knowledge in the field, when the contact area between the protrusion 60 and the sealing ring 61 is larger, the degree of adhesion between the protrusion 60 and the groove 62 is higher, and the sealing effect of the two is better.

In order to further improve the sealing effect between the first bonding portion 200 and the second bonding portion 201, a bending gap is used. Because the bending type gap is compared with the straight type gap, the bending type gap can have a high sealing effect. In this creation, there may be a plurality of protrusions 60 of the first bonding part 200. The groove 62 of the second bonding part 201 may also be plural. The number of protrusions 60 and recesses 62 are exactly the same.

The first bonding portion 200 has a plurality of raised circles (protrusions 60), and the plurality of raised loops are arranged at equal intervals from the edge portion of the first bonding portion 200 toward the center of the first bonding portion 200 (raised The inner diameter of the ring gradually decreases), so that the covering part of the first bonding portion 200 and the second bonding portion 201 has a plurality of bending gaps, and each bending gap can be an external droplet The one-time obstruction, through the plural times of obstruction of a plurality of bending-type slits, so that the first bonding part 200 and the second bonding part 201 are completely sealed.

A barrier ring with a certain thickness is formed between the first bonding portion 200 and the second bonding portion 201 through the bonding ring 50. Then through the protrusion 60 provided in the first bonding portion 200 and the groove 61 provided in the second bonding portion 201, so that the protrusion 60 and the groove 61 form a bending gap for the first attachment A secondary seal is performed between the bonding portion 200 and the second bonding portion 201 to improve the sealing effect between the two.

In summary, this creative embodiment provides a closed pressure reducing valve, which is applied to a vehicle anti-lock braking system. The anti-lock braking system of the vehicle is energized or de-energized through the magnet assembly to control the moving part to be close to or away from the fixed part, so as to open or close the valve port. When the movable part is close to the fixed part, the movable part is separated from the valve port, and the brake fluid in the accommodating space can flow out of the valve port to realize the pressure reducing function; when the movable part is far away from the fixed part, the movable part contacts the valve port to accommodate The brake fluid in the accommodating space is obstructed in the accommodating space to achieve the function of pressure maintaining or boosting. By controlling the inflow or outflow of the brake fluid, the problem of wheel lock caused by excessive brake pressure in the prior art can be solved, and the braking effect of automatically adjusting the brake pressure in the vehicle anti-lock brake system can be achieved.

10: Antimagnetic sleeve 100: closed end 101: open end 20: Valve seat 200: The first fitting part 201: The second bonding part 203: valve port 204: Housing Space 3: Magnetic parts group 30: Fixed part 31: Activities Department 32: installation slot 33: Elastic 4: Ontology 40: The first port 41: second port 42: Filter 50: Fitting ring 60: raised 600: pressing surface 601: Top pressure surface 61: Sealing ring 62: Groove S1~S3: steps

Figure 1 is a schematic diagram of the working state of a closed pressure reducing valve created by this invention when it is pressurized or maintained. Figure 2 is a schematic diagram of the working state of a closed pressure reducing valve created by this invention during pressure reduction. Figure 3 is a schematic flow diagram of a fitting method applied to this creation. Fig. 4 is a schematic diagram of the bonding state of the first bonding part and the second bonding part of the bonding method of Fig. 3. Fig. 5 is a schematic diagram of the bonding state of one of the protrusions and grooves of the bonding method of Fig. 3. Fig. 6 is a schematic diagram of the second bonding state of the protrusion and the groove of the bonding method of Fig. 3. Fig. 7 is a schematic diagram of the three bonding states of the protrusions and grooves of the bonding method of Fig. 3.

10: Antimagnetic sleeve

100: closed end

101: open end

20: Valve seat

200: The first fitting part

201: The second bonding part

203: valve port

204: Housing Space

3: Magnetic parts group

30: Fixed part

31: Activities Department

32: installation slot

33: Elastic

4: Ontology

40: The first port

41: second port

42: Filter

Claims (8)

A closed pressure reducing valve is applied to a vehicle anti-lock braking system. The closed pressure reducing valve includes: An anti-magnetic sleeve, which includes an open end and a closed end; and A valve seat, one end of which is fixed to the open end, so that the internal space of the valve seat is the same as the internal space of the antimagnetic sleeve and forms an accommodation space, and the other end of the valve seat has a valve port; A magnetic component set is arranged in the accommodating space, the magnetic component set includes a movable part and a fixed part; the fixed part is fixed to the sealed end to isolate the fixed part from the outside; the movable The part system is slidably disposed in the accommodating space and is elastically connected with the fixed part, so that the movable part slides in the accommodating space through the fixed part; Wherein, the vehicle anti-lock braking system is energized or de-energized with the magnet assembly, so that the movable part is closer to or farther away from the fixed part, thereby closing or opening the valve port. The closed pressure reducing valve according to claim 1, wherein one end of the valve seat is fixed to the inner wall of the open end. The closed pressure reducing valve according to claim 1, wherein the movable part is provided with a sphere, the diameter of the sphere is greater than or equal to the inner diameter of the valve port, or the movable part is provided with a rubber pad, and the outer diameter of the rubber pad The diameter is greater than or equal to the inner diameter of the valve port. The closed pressure reducing valve according to claim 1, wherein a mounting groove is provided at the connecting portion of the movable part and the fixed part, and an elastic member in a compressed state is arranged in the mounting groove, and the movable part penetrates the elastic member It is elastically connected with the fixing part. The closed pressure reducing valve according to claim 4, wherein one end of the elastic member is fixedly connected with the fixing member, and the other end of the elastic member is fixedly connected with the movable part. The closed pressure reducing valve according to any one of claims 1 to 5, which further includes a filter; the vehicle anti-lock braking system further includes a body provided with a first oil port and a second The oil passage port, so that the brake fluid flows into the accommodating space through the first oil passage port, and flows from the accommodating space into the second oil passage port through the valve port; the filter screen is covered on the valve seat To filter the brake fluid flowing into the accommodating space from the first oil passage. The closed pressure reducing valve according to claim 6, wherein the valve seat further comprises a first fitting part and a second fitting part; the outer diameter of the first fitting part is compatible with the inner diameter of the open end Is fitted to make the valve seat fit the inner wall of the open end, the first fitting part is fixedly connected to the opening end; the outer diameter of the second fitting part is compatible with the inner diameter of the second oil passage Is equipped to make the valve seat adhere to the inner wall of the second oil passage through the second affixing portion, and the second affixing portion is fixedly connected to the second oil passage. The closed pressure reducing valve according to claim 6, wherein the fixed part is a first iron block and/or the movable part is a second iron block.

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