CN115520165A - Brake valve buffer chamber pressure regulating mechanism and brake valve assembly - Google Patents

Abstract

The invention discloses a brake valve buffer chamber pressure regulating mechanism and a brake valve assembly, wherein the brake valve buffer chamber pressure regulating mechanism comprises: a shell with an inner cavity, an air intake passage and an air outlet passage communicated with the inner chamber; an air valve with a movable In the inner cavity, in the first position, the air valve closes the conduction of the intake passage and the air outlet passage, and in the second position, the air valve conducts the intake passage and the air outlet passage; the opening mechanism includes a The pusher that abuts against the movement of the valve and the pressure relief passage provided on the pusher, the pressure relief passage communicates with the outside world, the pusher moves in the inner cavity and has a closed position for closing the pressure relief passage and communicates the pressure relief passage with the The pressure relief position of the air outlet channel; the housing also has an expansion cavity and a control channel connecting the expansion cavity and the outside world. When the air pressure in the expansion cavity increases, the expansion cavity expands and stretches to drive the pusher to move toward the pressure relief position. The invention can conveniently control the adjustment of the air pressure in the buffer chamber.

Description

Brake valve buffer chamber pressure regulating mechanism and brake valve assembly

technical field

The invention relates to the technical field of vehicle braking, in particular to a brake valve buffer chamber pressure regulating mechanism and a brake valve assembly.

Background technique

The brake system is the most important part to ensure the safe driving of the vehicle. However, the air brake system used by existing trucks, especially large trucks, has many disadvantages. Large, the braking force provided by ordinary brake valves is difficult to meet the braking requirements. Usually, it is necessary to replace the brake valve with a large braking force to achieve the braking effect of heavy vehicles. However, this kind of braking system with large displacement is used when the vehicle is unloaded. When braking, the tires will be locked as soon as you step on the pedal lightly, and the tires will be quickly scrapped due to dragging. At the same time, the wheels will be damaged to a certain extent, which will increase the considerable maintenance cost. Moreover, when driving on wet and slippery roads in rainy and snowy weather, it is prone to brake deflection and tail flicking, which may cause safety accidents.

In order to solve the above technical problems, the prior art provides a combined brake valve with a buffer chamber pressure regulating mechanism. The brake valve is equipped with a buffer chamber pressure regulating mechanism. The ratio of the air pressure in the control chamber on the upper side of the brake piston to the air pressure in the buffer chamber on the lower side of the brake piston. The adjustment of this ratio can effectively control the downward movement speed of the piston and then change the response speed of the brake valve. Changes in the can affect the effectiveness of the vehicle's brakes.

The buffer chamber pressure regulating mechanism in the prior art is inconvenient to adjust the air pressure in the buffer chamber and is not easy to control.

Contents of the invention

The object of the present invention is to provide a brake valve buffer chamber pressure regulating mechanism and brake device to solve the deficiencies in the prior art and to conveniently control the adjustment of the air pressure in the buffer chamber.

The invention provides a brake valve buffer chamber pressure regulating mechanism, comprising:

The housing has an inner chamber, an air inlet passage and an air outlet passage communicated with the inner chamber;

The air valve is active in the inner cavity and has a first position and a second position. In the first position, the air valve closes the connection between the air intake channel and the air outlet channel. In the second position, the air valve The air valve connects the air intake channel and the air outlet channel;

The opening mechanism includes a pusher used to abut against the air valve to push the air valve to move, and a pressure relief passage provided on the pusher, the pressure relief passage communicates with the outside world, and the pusher moves In the inner cavity, there is a closed position for closing the pressure relief passage and a pressure relief position for connecting the pressure relief passage and the air outlet passage;

The housing also has an expansion chamber and a control channel connecting the expansion chamber with the outside world. When the air pressure in the expansion chamber increases, the expansion chamber expands and stretches to drive the pusher to move toward the pressure release position.

Further, when the pusher is in the closed position, the pusher is against the air valve;

When the pusher is at the pressure release position, the pusher is away from the air valve, and at this time the air valve is at the first position.

Further, the pusher includes a piston part slidably arranged in the inner chamber, part of the piston part forms the inner wall of the expansion chamber, and when the air pressure in the expansion chamber increases, the piston part moves toward Move in the direction of increasing the volume of the expansion cavity;

The pusher also has a push rod arranged on the piston part, the push rod extends toward the air valve, and is used to abut against the air valve to push the air valve to move toward the second position;

When the pusher is at the closed position, the push rod abuts against the air valve; when the pusher is at the pressure release position, the push rod is separated from the air valve.

Further, the pressure relief channel includes a pressure relief inlet, a pressure relief outlet and a pressure relief connection hole; the pressure relief inlet is arranged on the side of the push rod facing the valve; the pressure relief outlet is arranged on the side of the push rod The side of the piston part away from the push rod; the pressure relief connection hole runs through the push rod and the piston part and communicates with the pressure relief inlet and the pressure relief outlet.

Further, the inner chamber includes a first chamber, a second chamber and a connecting chamber communicating the first chamber and the second chamber; the air inlet passage communicates with the first chamber, and the air outlet passage communicates with the connecting chamber communication; the connection cavity has a connection cavity inlet provided on the side wall of the first cavity;

The air valve moves in the first chamber, and closes the inlet of the connecting chamber in the first position;

The push rod is arranged in the connecting cavity and is in clearance fit with the connecting cavity. When the air valve is in the second position, the first cavity is connected to the air outlet through the gap between the push rod and the connecting cavity. Channel connected.

Further, the air valve is in clearance fit with the inner wall of the first cavity;

The air intake channel has an air intake channel outlet arranged on the inner wall of the first chamber, and the air valve moves between the outlet of the air intake channel and the inlet of the connecting chamber; the air pressure in the first chamber increases When the air pressure increases, the air valve is pushed by the air pressure and moves toward the direction of closing the inlet of the connecting chamber; when the air pressure of the first chamber decreases, the air valve is pushed by the pusher to move toward the direction of opening the inlet of the connecting chamber ;

The pressure regulating mechanism of the buffer chamber of the brake valve also has a valve reset member arranged in the first chamber, and the reset spring force of the valve reset member is used to push the valve toward closing the inlet of the connecting chamber. direction movement;

The brake valve buffer chamber pressure regulating mechanism also has a sealing ring arranged outside the push rod, the sealing ring is arranged between the push rod and the inner wall of the connecting cavity, part of the push rod forms the inner wall of the expansion chamber.

Further, the piston part is slidably arranged in the second chamber, a sealing ring is provided between the piston part and the inner wall of the second chamber, and the side of the piston part away from the push rod is in contact with the first chamber. A pressure relief buffer chamber is formed between the inner walls of the two chambers, and the housing also has a pressure relief hole communicating with the pressure applying buffer chamber, and the pressure relief channel communicates with the pressure relief buffer chamber;

The brake valve buffer chamber pressure regulating mechanism also has an elastic telescopic piece arranged in the pressure relief buffer chamber, and the elastic telescopic piece is configured to drive the pusher to move toward the air valve, and Shrink under action to accumulate reset resilience.

Another embodiment of the present invention also discloses a brake valve assembly, including a brake valve and the brake valve buffer chamber pressure regulating mechanism according to any one of claims 1 to 7, the brake valve includes a valve body and The brake piston is slidably arranged in the valve body, and the valve body has a drive chamber located above the brake piston, a buffer chamber and a brake chamber located at the lower side of the brake piston; the brake chamber is connected with the air intake The channel is in communication, and the buffer chamber is in communication with the air outlet channel.

Further, the housing also has an expansion chamber and a control passage communicating with the expansion chamber, and the control passage communicates with the driving chamber.

Further, the brake valve also has an air storage chamber and a valve connecting the air storage chamber and the brake chamber, and the brake valve also has a valve that moves in the air storage chamber and is used to block the valve. brake valve; the side of the brake piston facing away from the drive chamber is provided with a brake piston push rod, and the brake piston push rod is used to push the brake valve to move toward the direction of opening the valve .

Compared with the prior art, in this embodiment, the air pressure can be filled into the cavity connected with the outlet channel through the inlet channel, and the pressure relief channel can be set at the same time to quickly release the air pressure in the cavity connected with the outlet channel, thereby The adjustment of the air pressure of the cavity connected to the air outlet channel can be realized, thereby improving the applicability of the brake valve. The setting of the expansion chamber connected with the driving chamber can drive the movement of the pusher according to the air pressure in the driving chamber and then control the opening of the pressure relief channel, so that the air pressure in the buffer chamber can be better controlled to meet different braking conditions. Adjustment.

Description of drawings

Fig. 1 is a schematic structural view of a brake valve disclosed in an embodiment of the present invention;

Fig. 2 is a structural schematic diagram of the brake valve buffer chamber pressure regulating mechanism disclosed in the embodiment of the present invention;

Fig. 3 is a structural schematic diagram of the cooperation relationship between the adjusting rod and the connecting sleeve in the brake valve buffer chamber pressure regulating mechanism disclosed in the embodiment of the present invention;

Description of reference signs: 1-housing, 10-inner cavity, 11-intake channel, 110-inlet channel outlet, 12-outlet channel, 13-expansion cavity, 14-control channel, 15-first cavity, 16 -the second chamber, 17-connecting chamber, 171-connecting chamber inlet, 18-pressure relief hole,

2-valve valve,

3-opening mechanism, 31-pushing member, 310-piston part, 311-push rod,

32-pressure relief channel, 321-pressure relief inlet, 322-pressure relief outlet, 323-pressure relief connection hole;

4- valve reset part,

5-elastic telescopic part, 51-compression spring, 52-adjusting rod support piece, 521-support piece body part, 522-positioning groove,

6-adjustment mechanism, 61-electric drive, 611-motor, 612-motor output shaft,

62-adjusting rod, 621-limit post,

63-connection sleeve, 630-limiting hole,

7- Control system,

100-brake valve, 101-brake piston, 102-buffer chamber, 103-brake valve, 104-brake chamber, 106-air storage chamber, 107-drive chamber, 108-brake piston push rod.

detailed description

The embodiments described below by referring to the figures are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

As shown in Figures 1-3, the embodiment of the present invention discloses a control method for the pressure regulating mechanism of the buffer cavity of the brake valve. Realize the adjustment of the air pressure in the buffer cavity in the brake valve. The brake valve buffer chamber pressure regulating mechanism can be used on the brake valve 100 to adjust the downward movement speed of the brake piston 101 in the brake valve 100, thereby adjusting the effect of braking on the brake valve 100 and the braking effect. responding speed. It should be noted that the adjustable brake valve 100 of the brake valve buffer chamber pressure regulating mechanism needs to be provided with a buffer chamber 102 on the lower side of the brake piston 101 . The buffer chamber pressure regulating mechanism of the brake valve is used to adjust the air pressure in the buffer chamber 102 .

In order to adapt to different load requirements, the brake valve 100 in the prior art is generally provided with a buffer chamber 102 at the bottom of the brake piston 101, and a drive chamber 107 is provided at the upper side of the brake piston 101. When there is a demand for movement, the air pressure in the drive chamber 107 increases and drives the brake piston 101 to move downward, and the gas in the buffer chamber 102 arranged on the lower side of the brake piston 101 can generate resistance to the decline of the brake piston 101, thereby It plays the role of counteracting the downward movement of the brake piston 101 . Therefore, it is possible to control the descending speed of the brake piston 101 by controlling the air pressure in the buffer chamber 102 .

Specifically, in a light-load state, when the braking device does not need to be too sensitive, a certain amount of air pressure can be filled in the buffer chamber 102 to make the brake piston 101 move down more gently, and the brake The slow downward movement of the moving piston 101 will make the opening of the brake valve 103 relatively gentle, that is, the speed of opening the valve will be moderate, and finally the air pressure entering the brake chamber 104 will be relatively small, and finally reach the brake valve 103 under no load. Or achieve the effect of smooth braking under light load.

In the heavy load state, the braking response needs to be timely, so the air pressure in the buffer chamber 102 needs to be released, so that the brake piston 101 will move downward and open the brake valve 103 without generating resistance, thereby realizing braking. The rapid downward movement of the movable piston 101 further rapidly opens the brake valve 103 to produce rapid braking.

Specifically, the brake valve that can be adjusted by the brake valve buffer chamber pressure regulating mechanism can be a relay valve of a tractor of a heavy truck, or a relay valve of a trailer of a heavy truck, or other brake valves that meet the above conditions. Of course, the brake valve buffer chamber pressure regulating mechanism in this embodiment can also be applied to other technical fields.

In this embodiment, the brake valve buffer chamber pressure regulating mechanism includes: a housing 1, an air valve 2 and an opening mechanism 3; the air valve 2 cooperates with the opening mechanism 3 to conduct or close the passage into the buffer chamber, in this embodiment The passages entering the buffer chamber 102 include the inlet passage 11 and the outlet passage 12 .

The housing 1 has an inner chamber 10, and the housing 1 is provided with an air inlet passage 11 and an air outlet passage 12 communicating with the inner chamber 10; wherein, the air outlet passage 12 communicates with the buffer cavity 102, and the air inlet passage 11 The incoming gas enters the buffer cavity 102 through the gas outlet channel 12 .

In this embodiment, the conduction or closure of the intake passage 11 and the outlet passage 12 can be realized by moving the air valve 2 . The air valve 2 moves in the inner cavity 10 and has a first position and a second position. The air valve 2 moves between the first position and the second position. When the air valve 2 moves to the first position, The air valve 2 closes the conduction between the intake passage 11 and the air outlet passage 12, and when the air valve 2 moves to the second position, the air valve 2 conducts the air intake passage 11 and the air outlet passage 12 .

When the air intake passage 11 and the air outlet passage 12 are connected, the air pressure in the brake chamber 104 can be filled into the buffer chamber 102 through the air intake passage 11 and the air outlet passage 12, thereby adjusting the air pressure in the buffer chamber 102.

In this embodiment, the external force that pushes the air valve 2 to move from the second position to the first position is the air pressure acting on the air valve 2, and the driving force of the air pressure drives the air valve to move toward the first position to close the valve entering the buffer chamber 12. aisle. The air pressure enters the cavity where the air valve 2 is located through the intake channel, and pushes the air valve 2 to move to the first position when the air pressure reaches a certain threshold.

The air pressure that pushes the air valve 2 to move can come from the brake chamber 104. When the air pressure in the brake chamber 104 is high, it indicates that rapid braking is required at this time. Therefore, the brake piston 101 needs to move down quickly, so there is no need for a buffer chamber 102 and then enter the air pressure, so it is necessary to close the passage into the buffer chamber 102.

It can be understood that in order to unload the air pressure in the buffer chamber 102 to move the brake piston 101 downward more quickly to open the brake valve 103, the brake valve assembly is also provided with a pressure relief passage 32, the The pressure release channel 32 is used for releasing the air pressure in the buffer cavity 102 . The pressure relief passage 32 may be arranged on the pressure regulating mechanism of the buffer chamber of the brake valve.

When the air pressure that pushes the air valve 2 to move weakens, the buffer cavity 102 needs to be opened again so that the air pressure enters the buffer cavity 102. At this time, the air valve 2 needs to be moved to the second position to conduct the air that enters the buffer cavity 102. channel, so that the air pressure enters the buffer cavity 102 .

In order to realize the control of the movement of the air valve 2 conveniently, the brake valve buffer chamber pressure regulating mechanism in this embodiment also includes an opening mechanism 3, which is used to control the air valve 2 to move toward the second position, so as to open the valve into the The channels in the buffer cavity 102 allow air pressure to enter the buffer cavity 102 . In this way, the opening or closing of the passage into the buffer cavity 102 can be realized through the cooperation of the opening mechanism 3 and the air valve 2 .

After the opening mechanism 3 abuts against the air valve 2 , it can push the air valve 2 to move to the second position, and connects the air intake passage 11 and the air outlet passage 12 after the movement.

The air outlet passage 12 communicates with the buffer chamber 102 of the brake valve 100, and the air pressure is filled into the buffer chamber 102 through the air intake passage 11 and the air outlet passage 12, thereby increasing the air pressure in the buffer chamber 102, so that the air pressure in the buffer chamber 102 A thrust against the downward movement of the brake piston 101 is generated to slow down the downward movement speed of the brake piston 101 , at this time, the setting of the buffer chamber 102 can meet the requirement of relieving braking.

When emergency braking is required, the air valve 2 is pushed to the first position to close the connection between the intake passage 11 and the outlet passage 12 , thereby blocking the gas from entering the buffer cavity 102 . At the same time, after the existing air pressure in the buffer chamber 102 is discharged through the pressure relief passage 32, the reduction of the air pressure in the buffer chamber 102 can increase the downward movement speed of the brake piston 101, thereby satisfying the need for emergency braking.

In actual use, the intake passage 11 is used to communicate with the brake chamber 104 of the brake valve 100 , and the brake chamber 104 is used to provide an air source for the buffer chamber 102 . When the brake pedal is stepped on, the air pressure in the drive chamber 107 on the upper side of the brake piston 101 increases, and the brake piston 101 is driven to move downward and move towards the brake valve 103 in the brake valve 100, The brake valve 103 is opened by the brake piston 101. After the brake valve 103 is opened, the gas released from the storage chamber 106 enters into the brake chamber 104. On the one hand, the gas in the brake chamber 104 enters into the corresponding On the other hand, the gas in the brake chamber 104 enters the buffer chamber 102 through the air intake passage 11 and the air outlet passage 12, thereby realizing the filling of the air pressure in the buffer chamber 102.

In this embodiment, the opening mechanism 3 includes a pusher 31 for abutting against the air valve 2 to move the air valve 2 and a pressure relief passage 32 provided on the pusher 31 , so The pressure relief passage 32 communicates with the outside world, and the pusher 31 moves in the inner cavity 10 and has a closed position for closing the pressure relief passage 32 and a pressure relief position for connecting the pressure relief passage 32 and the air outlet passage 12 .

When the pressure relief passage 32 communicates with the air outlet passage 12 , the air pressure in the buffer chamber 102 can be released outward through the pressure relief passage 32 , so as to unload the air pressure in the buffer chamber 102 . It can be understood that when the pusher 31 moves to the pressure relief position, the air valve 2 moves to the first position at this time, which is at the position of closing the passage into the buffer cavity 102 .

In this embodiment, the air pressure can be filled into the buffer chamber 102 communicated with the outlet passage 12 through the air inlet passage 11, and the pressure relief passage 32 is provided at the same time to release the air pressure in the buffer chamber 102 communicated with the outlet passage 12 rapidly. Therefore, the adjustment of the air pressure of the buffer chamber communicated with the air outlet passage 12 can be realized, thereby improving the applicability of the brake valve 100 .

In order to facilitate the movement control of the opening mechanism 3 toward the pressure relief position, the housing 1 in the buffer chamber pressure regulating mechanism of the brake valve in this embodiment also has an expansion chamber 13 and a control channel connecting the expansion chamber 13 with the outside world. 14. When the air pressure in the expansion chamber 13 increases, the expansion chamber 13 expands and stretches to drive the pushing member 31 to move toward the pressure release position.

It should be noted that in a specific embodiment, the expansion chamber 13 communicates with the driving chamber 107, and the air pressure in the driving chamber 107 can reflect whether the brake is urgent. Therefore, the brake piston 101 needs to descend at a relatively high speed. At this time, the air pressure in the buffer chamber 102 needs to be unloaded. Since the expansion chamber 13 communicates with the driving chamber 107, the relatively large air pressure in the driving chamber 107 will be reflected in the expansion chamber. 13, so as to drive the expansion chamber 13 to expand and expand, and when the expansion chamber 13 expands and expands, it drives the pusher 31 to move toward the pressure relief position, so that the gas in the buffer chamber 102 is discharged through the pressure relief channel 32.

In this embodiment, the setting of the expansion chamber 13 communicated with the driving chamber 107 can drive the movement of the pusher according to the air pressure condition in the driving chamber 107 and then control the opening of the pressure relief passage, so as to better control the air pressure in the buffer chamber 102 , to meet different brake adjustments.

When the pusher 31 is in the closed position, the pusher 31 is against the air valve 2; when the pusher 31 is in the pressure release position, the pusher 31 is away from the air valve 2, and this At this time, the air valve 2 is in the first position.

In this embodiment, the pusher 31 includes a piston part 310 slidably arranged in the inner chamber 10, part of the piston part 310 forms the inner wall of the expansion chamber 13, when the air pressure in the expansion chamber 13 increases When it is larger, the piston part 310 moves toward the direction of increasing the volume of the expansion chamber 13;

The pusher 31 also has a push rod 311 arranged on the piston part 310, the push rod 311 is extended toward the air valve 2, and is used to abut against the air valve 2 to push the air valve 2 to move; when the pusher 31 is in the closed position, the push rod 311 abuts against the air valve 2; when the pusher 31 is in the pressure relief position, the push rod 311 is in contact with the air valve 2 separation.

In this embodiment, the piston portion 310 forms the inner wall of the expansion cavity 13. In other embodiments, the expansion cavity 13 can also be surrounded by an elastic sealing member such as an elastic balloon, and the elastic balloon is placed in the inner cavity 10 in the expansion cavity. When the gas in 13 increases, it can stretch along a specific direction, and then drive the pusher 31 to move.

It can be understood that a sealing ring is provided between the piston part 310 and the side wall of the inner chamber 10 , and the volume of the expansion chamber 13 will be changed when the piston part 310 slides in the inner chamber 10 .

In this embodiment, the pressure relief channel 32 includes a pressure relief inlet 321, a pressure relief outlet 322 and a pressure relief connection hole 323; the pressure relief inlet 321 is arranged on the side of the push rod 311 facing the valve 2 The pressure relief outlet 322 is arranged on the side of the piston part 310 away from the push rod 311; the pressure relief connection hole 323 runs through the push rod 311 and the piston part 310 and communicates with the pressure relief inlet 321 and the pressure relief outlet 322.

The pressure relief inlet 321 is arranged on the side of the push rod 311 facing the valve valve 2. When the push rod 311 abuts on the valve valve 2, the pressure relief passage 32 can be closed, and when the push rod 311 is away from the valve valve, the pressure relief passage 32 can be closed. 2, the opening of the pressure relief channel 32 can be realized. When the push rod 311 is far away from the air valve 2, the force exerted by the push rod 311 on the air valve 2 is cancelled, and the air valve 2 can close the conduction of the air intake passage 11 and the air outlet passage 12 under the action of an external force. The air pressure in the chamber where the air valve 2 is located increases the driving force generated on the air valve 2 . Closing the air inlet channel 11 and the air outlet channel 12 can stop the air pressure from entering the buffer chamber 102 , and at the same time, the air outlet channel 12 communicates with the pressure relief channel 32 to unload the air pressure in the buffer chamber 102 .

In this embodiment, the inner chamber 10 includes a first chamber 15, a second chamber 16, and a connecting chamber 17 connecting the first chamber 15 and the second chamber 16; the air inlet channel 11 communicates with the first chamber 15 , the air outlet channel 12 communicates with the connection cavity 17; the connection cavity 17 has a connection cavity inlet 171 arranged on the side wall of the first cavity 15;

The air valve 2 moves in the first cavity 15, and closes the connection cavity inlet 171 in the first position;

The push rod 311 is arranged in the connecting cavity 17 and is in clearance fit with the connecting cavity 17. When the air valve 2 is in the second position, the first cavity 15 passes between the push rod 311 and the connecting cavity 17. The gap between them communicates with the air outlet channel 11 .

It can be understood that the cross-sectional size of the connecting chamber 17 is smaller than the cross-sectional size of the first chamber 15, and when the air valve 2 closes the intake passage 11 and the air outlet passage 12, the air valve 2 abuts against the first chamber 15. Realized on the side wall of a chamber 15, since the size of the air valve 2 is larger than that of the connecting chamber 17, the connecting chamber 17 can be covered and closed, thereby realizing the closure of the conduction of the inlet passage 11 and the outlet passage 12. That is to say, when the air valve 2 is in the first position in the present application, the air valve 2 closes the connecting chamber inlet 171 of the connecting chamber 17, and by closing the connecting chamber inlet 171, the air intake channel 11 and the air outlet channel 12 are closed. closure.

The air valve 2 is matched with the inner wall of the first chamber 15 in a gap; such a structure allows the air valve 2 to enter from the gap between the inner wall of the first chamber 15 and the air valve 2 when it is away from the inlet 171 of the connecting chamber. into the connecting chamber 17.

The intake channel 11 has an intake channel outlet 110 arranged on the inner wall of the first cavity 15, and the valve 2 moves between the intake channel outlet 110 and the connecting cavity inlet 171; When the air pressure in the first chamber 15 increases, the air valve 2 is pushed by the air pressure and moves toward the direction of closing the inlet 171 of the connecting chamber. When the air pressure in the first chamber 15 decreases, the air valve 2 is pushed by the pusher 31 Push to move towards the direction of opening the connection cavity inlet 171 .

The first chamber 15 communicates with the brake chamber 104 through the air intake passage 11, and the air pressure in the brake chamber 104 enters the first chamber 15 through the air intake passage 11 and then enters the buffer chamber 102 through the air outlet passage 12 In order to realize the supply of air pressure in the buffer cavity 102 .

When the air pressure in the brake chamber 104 increases, it indicates that the brake valve 103 opens faster and requires a larger braking force. Therefore, there is no need for the air pressure in the buffer chamber 102 during this process, so it needs to be closed. The conduction between the air channel 11 and the air outlet channel 12 requires air pressure to push the air valve 2 to move in the direction of closing the inlet 171 of the connecting cavity.

In this embodiment, the closing of the air valve 2 depends on the increase of the air pressure in the first chamber 11, that is, when there is a relatively large air pressure in the first chamber 11, the air valve 2 is pushed to move towards the direction of closing the inlet 171 of the connecting chamber. Since the first chamber 11 is directly connected with the brake chamber 104, it can reflect the air pressure in the brake chamber 104. When the air pressure in the brake chamber 104 is high, it indicates that strong braking is required, and the air valve 2 closes the air intake. The conduction of the channel 11 and the air outlet channel 12 can close the air pressure from entering the buffer cavity 102 .

In order to stably support the movement of the valve 2, the side of the valve 2 facing away from the pusher 31 also has a valve reset member 4, and the valve reset member 4 is arranged in the first cavity 15, so The resetting resilience of the valve reset member 4 is used to push the valve 2 to move towards the direction of closing the inlet 171 of the connecting cavity; The forces jointly push the valve 2 to move so that the valve 2 closes the inlet 171 of the connecting cavity.

It can be understood that the reset resilience acting on the valve valve 2 can be adjusted by adjusting the pre-compression amount of the valve reset member 4, so that the connection cavity inlet 171 can be closed when the first cavity 15 requires different pressures, and then can Adjust the state of the brake. In order to facilitate the above-mentioned adjustment, the valve return member 4 includes a valve support seat and a valve spring arranged on the valve support seat, the valve support seat is screwed on the housing 1, and the valve spring is supported between the valve support seat and the valve valve 2 .

The piston part 310 is slidably disposed in the second chamber 16, a sealing ring is provided between the piston part 310 and the inner wall of the second chamber 16, and the side of the piston part 310 away from the push rod 311 is in contact with the inner wall of the second chamber 16. A pressure relief buffer chamber is formed between the inner walls of the second chamber 16, and the housing 1 also has a pressure relief hole 18 communicating with the pressure relief buffer chamber, and the pressure relief channel 32 is connected to the pressure relief buffer chamber. Cavity connected;

The increase of air pressure in the chamber where the valve valve 2 is located will push the valve valve 2 to move toward the first position to close the conduction between the intake passage 11 and the outlet passage 12. During this process, the valve valve 2 will drive the opening mechanism 3 to move. When the air pressure in the chamber where the valve 2 is located decreases, the air valve 2 needs to reset and move to the second position to conduct the intake passage and the air outlet passage. During the reset movement, the opening mechanism 3 pushes the air valve 2 to move toward the second position.

In order to better control the movement of the air valve 2, the opening mechanism 3 also has an elastic expansion member 5. When the air valve 2 moves toward the second position, the elastic expansion member 5 is compressed and accumulates a rebound force. When the air pressure in the chamber where the air valve 2 is located decreases, the resilient force accumulated in the elastic expansion member 5 drives the air valve 2 to move toward the first position. The pusher 31 of the opening mechanism 3 pushes the air valve 2 back, but when the air valve 2 pushes the opening mechanism 3 to move when it is closed, it essentially compresses the elastic elastic member 5, and the compression of the elastic elastic member 5 becomes the pressure of the air valve 2. The movement forms avoidance, and of course, the movement of the opening mechanism 3 can also be realized by pushing the elastic expansion member 5 as a whole.

Specifically, the elastic telescopic member 5 is arranged at one end of the push rod 311, and the air valve 2 can be directly connected to the elastic elastic member 5. When moving toward the second position, the elastic telescopic member 5 is compressed by the push rod 311 . One end of the elastic elastic member 5 abuts against the push rod 311 , and the other end of the elastic elastic member 5 is supported and positioned.

In this embodiment, the elastic telescopic piece 5 is arranged in the pressure relief buffer cavity, and the elastic telescopic piece 5 is set to drive the pusher 31 to move toward the valve 2, and the pusher 31 Shrink under action to accumulate reset resilience.

When the air pressure in the first chamber 15 increases, it will drive the air valve 2 to move towards the direction of closing the inlet 171 of the connecting chamber. At this time, the movement of the air valve 2 will drive the push rod 311 to move, and the push rod 311 will be compressed during the movement. When the air pressure of the first cavity 15 decreases, the elastic stretchable part 5 will drive the push rod 311 to reset and move, so as to push the air valve 2 to move towards the direction of opening the inlet 171 of the connecting cavity.

In this embodiment, the elastic telescopic member 5 includes a compression spring 51 pressed against and fixed on the pusher 31, the compression spring 51 is used to press the pusher 31 against the air valve 2 and is used to control the air valve 2 Open the inlet 171 of the connection chamber. When the air valve 2 closes the inlet 171 of the connecting cavity, it needs to push the pusher 31 to move. The pusher 31 can compress the compression spring 51 when moving. Of course, the pusher 31 can also be realized as the valve of the air valve 2 by pushing the compression spring 51 as a whole. Close to give way.

As can be seen from the above, the size of the resilient force accumulated on the compression spring 51 determines the degree of difficulty in compressing the compression spring 51, and the position of the compression spring 51 also determines the degree of difficulty in compressing the compression spring 51. The position of 51 or the initial elastic deformation of the compression spring adjusts the difficulty of closing the air valve 2, and then adjusts the air pressure in the chamber required to drive the air valve 2 to close.

Concretely, if the rebound force accumulated on the compression spring 51 before the valve valve 2 pushes it is relatively large, the driving force required when the valve valve 2 pushes the pusher 31 to compress the compression spring 51 will be very large, so that Larger air pressure needs to be accumulated in the first cavity 15 . Correspondingly, if the resilience accumulated on the compression spring 51 is small, only a relatively small air pressure at the end of the valve valve 2 facing away from the pusher 31 can drive the pusher 31 to compress the compression spring 51, so that the pusher 31 moves and realizes the air valve. Closure of valve 2 to connection chamber inlet 171 .

Therefore, the required air pressure can be adjusted when closing the air valve 2 through the rebound force accumulated in advance on the compression spring 51, and the pre-deformation amount on the compression spring 51 can be changed to change the rebound force accumulated in advance on it. Of course, it is also possible to It is adjusted by changing compression springs 51 of different types, but this mode is not convenient for adjustment.

In another embodiment, it can also be adjusted by changing the position of the pusher 31 without changing the pre-compression of the compression spring 51. If the pusher 31 extends too much into the first chamber 15, that is, the air valve 2 is opened. Larger, if you want to close the inlet 171 of the connecting chamber, you need more compressed compression springs 51 to change the air pressure required for the valve 2 to close the inlet 171 of the connecting chamber.

It can be understood that the position of the pusher 31 will be adjusted accordingly during the process of changing the pre-compression amount of the compression spring 51 . Of course, only the pre-compression amount of the compression spring 51 can be changed without changing the pusher 31 . Similarly, when changing the position of the pushing member 31, the pre-compression amount of the compression spring 51 will be adjusted accordingly.

It should be noted that the adjustment of the pre-compression amount of the compression spring 51 means that when the valve 2 closes the inlet 171 of the connecting cavity, the force acting on the push rod 31 when the valve 2 moves toward the direction of closing the inlet 171 of the connecting cavity is still low. The amount of deformation generated by the compression spring 51 itself before acting. The change of the compression amount of the compression spring 51 will change the force required when the compression spring 51 is further compressed, and then also change the air pressure required to push the valve 2 to close the inlet 171 of the connecting cavity, thereby adjusting different braking requirements .

In this embodiment, under the action of external force, the air valve 2 moves toward the direction of compressing the elastic expansion member 5 and closes the conduction between the intake passage 11 and the outlet passage 12; after the external force is removed, the elastic expansion The member 5 resets and moves and drives the air valve 2 to move in a direction connecting the intake passage 11 and the outlet passage 12 through the pusher 31 .

In order to achieve adjustment conveniently, the brake valve buffer chamber pressure regulating mechanism also has an adjustment mechanism 6 arranged on the housing 1; the adjustment mechanism 6 includes an electric drive member 61 and an adjustment rod 62, and the electric drive member 61 controls the adjustment rod 62 to move in the housing 1, and the adjustment rod 62 cooperates with the elastic stretch member 5 to adjust the position or adjustment of the elastic stretch member 5 when the adjustment rod 62 moves. The amount of elastic deformation on the elastic elastic member 5 before the external force acts, that is, the elastic deformation amount on the elastic elastic member 5 is adjusted when the pushing force of closing the air valve 2 acts on the elastic elastic member 5 .

In this embodiment, the adjustment of the position of the pushing member 31 is actually realized by adjusting the position of the elastic expansion member 5 , thereby adjusting the opening size of the air valve 2 . The amount of elastic deformation before the external force is applied before the adjustment of the elastic elastic member 5 is actually the pre-compression amount of the adjusted elastic elastic member 5, also called the pre-deformation amount.

It can be understood that the adjusting rod 62 may be a threaded column threadedly connected to the housing 1 or a rod slidably arranged on the housing 1 along the axial direction of the adjusting rod 62 . When the adjusting rod 62 is a threaded post, the corresponding electric drive 61 is a rotary motor; 1 on the cylinder.

One end of the adjusting rod 62 abuts on the elastic stretch member 5 , and the end of the elastic stretch member 5 away from the adjusting rod 62 abuts on the pushing member 31 . Specifically, in this embodiment, the adjustment rod 62 abuts against the compression spring 51. In order to facilitate the cooperation between the compression spring 51 and the adjustment rod 62, the elastic expansion member 5 also has a function set on the compression spring 51. The adjustment rod support piece 52 on the spring 51, the adjustment rod support piece 52 has a support piece body portion 521 abutting on the compression spring 51 and is arranged on the support piece body portion 521 and toward the center of the compression spring 51 The position of the positioning groove 522 is depressed, and the adjusting rod 62 is disposed in the positioning groove 522 and abuts against the bottom of the positioning groove 522 .

In order to realize the control more conveniently, in this embodiment, the adjusting rod 62 is a threaded column screwed on the housing 1, and the electric drive member 61 includes a motor 611 and a motor output shaft 612. The adjusting rod 62 is threaded on the housing 1 and cooperates with the motor output shaft 612 to rotate synchronously with the motor output shaft 612, and in the axial direction of the adjustment rod 62, the adjustment rod 62 and the motor output The shaft 612 slides relatively.

The adjustment of the position of the adjustment rod 62 on the housing 1 can be realized when the motor 611 is rotated through the screw connection, and the adjustment of the position of the adjustment rod 62 on the housing 1 can change the position of the adjustment rod 62 extending at one end of the inner cavity 10, One end of the adjusting rod 62 extending from the inner cavity 10 is abutted against the elastic elastic member 5, so when the adjusting rod 62 is adjusted on the housing 1, the position of the elastic elastic member 5 is also adjusted or the elasticity is adjusted. The pre-deformation of telescopic part 5.

In order to facilitate the output of the rotating force of the motor 611 to the adjustment rod 62, the adjustment mechanism 6 also has a connecting sleeve 63 arranged between the motor output shaft 612 and the adjustment rod 62, the The connecting sleeve 63 is configured to slide relative to at least one of the motor output shaft 612 and the adjusting rod 62 in the axial direction and limit each other in the circumferential direction.

The setting of the above structure makes the motor 611 only transmit the active force of rotation, the motor 611 does not need to move back and forth with the movement of the adjustment rod 62, the motor 611 and the housing 1 can maintain a relatively stable relationship, so that the motor 611 can be better installed. In this embodiment, the motor 611 may be directly installed and fixed on the housing 1 , or the motor 611 and the housing 1 are jointly installed and fixed on a module housing.

In a specific embodiment, the connecting sleeve 63 is a splined connecting sleeve fixed on the output shaft 612 of the motor, and the adjusting rod 62 is provided with a splined shaft matched with the splined connecting sleeve.

In another embodiment, one end of the connecting sleeve 63 is fixed on the motor output shaft 612, the other end of the connecting sleeve 63 is provided with a limiting hole 630, and the adjusting rod 62 is provided with a The hole 630 is matched with the limiting column 621, and the cross section of the limiting column 621 is triangular, quadrilateral, polygonal, irregular, semicircular or fan-shaped. Of course, in other embodiments, the position of the limiting hole 630 and the limiting column 621 can be exchanged accordingly, and the limiting column 621 and the connecting sleeve 63 are actually matched by plugging, so that both Relatively slidable in the axial direction and only mutually limited in the circumferential direction.

The brake valve buffer chamber pressure regulating mechanism also includes a control system 7, and the control system 7 includes an electric control unit electrically connected to the electric drive member 61 and a remote control unit electrically connected to the electric control unit, The rotation of the electric driving member 61 is controlled by a remote control unit. The remote control unit can be a remote control or a mobile phone or a small program.

In the prior art, the position of the pusher 31 or the pre-compression condition of the compression spring 51 is generally adjusted by manually screwing the adjusting rod 62, while the brake valve buffer chamber pressure regulating mechanism is generally arranged on the side of the brake valve, and the braking The movable valve is generally installed and fixed on the chassis of the vehicle. Therefore, when adjusting the adjusting rod 62 in the prior art, the driver needs to get into the bottom of the vehicle to adjust, which causes inconvenience in operation.

In addition, in the existing situation, the braking proportional braking performance of the brake valve is carried out under the condition that no real-time data can be seen, that is, blind adjustment. This adjustment method is more arbitrary and subjective, and cannot It is easy to adjust the confusion by visually observing and adjusting the data. As for whether the braking force of the brake valve is adjusted in place or whether it is adjusted to the braking force required by the driver and the road conditions of the vehicle, it is unknown. Generally, professional technicians are required to adjust with professional testing equipment, causing great inconvenience. sex.

This embodiment facilitates the pre-compression deformation of the elastic expansion member 5 or the adjustment of the position of the push member 31 by setting the electric drive member 61 to drive the adjustment rod 62, and then adjusts the size of the air pressure required to drive the valve 2 to close, which is convenient. Realize the adjustment of the braking ratio and braking performance of the brake valve.

The remote control method is not only convenient for operation, but also can obtain the current braking state more clearly. The current braking force will be fed back to the mobile terminal, so that the current brake valve can be intuitively obtained through the mobile terminal. The dynamic state is still in the eased braking state, so as to better realize the use of the brake valve.

In order to achieve better control, the embodiment of the present invention also discloses a control method of the buffer chamber pressure regulating mechanism of the brake valve, including the following steps:

Acquiring an adjustment instruction, wherein the adjustment instruction is sent from the client;

Control the rotation of the motor 611 according to the adjustment command, wherein the motor 611 is used to drive the adjustment rod 62 on the pressure regulating mechanism of the buffer chamber of the brake valve to rotate, and the adjustment rod 62 moves in the axial direction during the rotation to adjust the elastic stretching member 5 position or adjust the amount of elastic deformation of the elastic stretchable part 5, the elastic stretchable part 5 is arranged in the pressure regulating mechanism of the buffer chamber of the brake valve and cooperates with the valve 2 to conduct or close the passage into the buffer chamber 102; The buffer chamber 102 is disposed in the brake valve 100 and located on the lower side of the brake piston 101 , and the air pressure in the buffer chamber 102 is used to increase the downward movement resistance of the brake piston 101 .

In this embodiment, "controlling the rotation of the motor 611 according to the adjustment instruction" specifically includes:

converting the adjustment command into the rotation angle of the motor 611;

The rotation of the motor 611 is controlled according to the rotation angle of the motor.

The client is a mobile APP or a small program; when the client is a mobile APP or a small program, "obtaining adjustment instructions" includes the following steps:

Obtain the position of the adjustment slider on the client screen; the adjustment slider can be a virtual slider on the program, and adjust the position of the adjustment rod 62 by adjusting the position of the virtual slider;

Judging whether the adjustment slider moves along the predetermined track, if the adjustment slider moves along the forward direction of the predetermined track, the angle of rotation of the motor in the forward direction is obtained; if the adjustment slider moves in the reverse direction of the predetermined track, the angle The angle of rotation in the opposite direction.

The predetermined trajectory can be adjusted by sliding the slider on a straight line on the predetermined trajectory. In the initial position, the adjustment slider is located at the center of the predetermined trajectory. When the adjustment slider moves to the left side of the predetermined trajectory, the motor 611 is controlled to rotate forward. , the motor 611 can be controlled to reversely rotate when the adjustment slider moves toward the predetermined estimated right side. The position of the adjusting slider on the predetermined trajectory corresponds to the rotation angle of the motor 611, so the control of the rotation angle of the motor 611 can be realized according to the adjustment of the adjusting slider.

Of course, in other embodiments, the predetermined track can be a circle, and the adjusting slider can be a pointer that rotates around the center of the circle.

In this embodiment, "obtaining the angle at which the motor rotates in the forward direction" includes the following steps:

Obtain the distance L1 that the adjustment slider moves in the positive direction along the predetermined trajectory;

Calculate the ratio of the moving distance L1 to the total adjustable range of the predetermined trajectory, and determine the angle of rotation of the motor in the forward direction according to the ratio; wherein, the distance from the center of the predetermined trajectory to the end point in the forward direction is the maximum corresponding to the angle.

The same "obtaining the angle of rotation of the motor in the reverse direction" includes the following steps:

Obtain the distance L1 that the adjustment slider moves in the reverse direction of the predetermined track;

Calculate the ratio of the moving distance L1 to the total adjustable range of the predetermined trajectory, and determine the angle of the motor rotating in the reverse direction according to the ratio; wherein, the distance from the center of the predetermined trajectory to the end point of the reverse direction is the same as the maximum motor rotation in the reverse direction. corresponding to the angle.

Adjust the slider to adjust the angle of motor rotation according to the proportion of the sliding distance to the entire predetermined trajectory. It should be noted that the relationship between the endpoint of the predetermined trajectory and the angle of motor rotation can be established according to actual needs, that is, the endpoint of the predetermined trajectory is not necessarily Represents the maximum rotation angle of the motor, but only represents the maximum angle that the motor can adjust.

In this embodiment, in order to adjust better, the motor 611 is a stepping motor, and the stepping motor rotates at a certain angle in a specific direction after receiving the signal, so that different gears can be set for the control adjustment to better Good implementation control.

When the motor 611 is a stepper motor, "obtaining the angle at which the motor rotates in the forward direction" includes the following steps:

Divide a number of adjustment positions in the forward direction along the center of the predetermined track;

Judging that the adjustment slider has moved several adjustment positions in the forward direction from the initial position; determining the angle of rotation of the motor in the forward direction according to the number of adjustment positions moved, wherein one adjustment position corresponds to the rated angle of rotation of the motor.

Setting the adjustment position is equivalent to the limited adjustment range of the motor, which can only be adjusted at a few limited angles. It cannot realize stepless adjustment, but it can more conveniently realize signal transmission and system setting.

In the specific embodiment, the stepper motor control is taken as an example to expand the description. The specific adjustment process is as follows: first, adjust the movement of the slider according to the feedback graphics of the braking performance on the client such as a mobile phone or a small program or an APP operation interface. , the data of the slider movement is sent to the circuit driver (such as the control board single-chip microcomputer) that controls the electric drive part 61 through bluetooth; Rotate according to the rotation angle and speed set in advance.

When the circuit driver receives a pulse signal, it will drive the stepper motor to rotate a fixed angle in the set direction. The fixed angle is called "step angle", and its rotation runs at a fixed angle. Therefore, the angular displacement can be controlled by controlling the number of pulses, and the speed and acceleration of the stepping motor can be controlled by controlling the pulse frequency. The stepping motor rotates an angle and advances one step, and the angular displacement it outputs is proportional to the number of input pulses. Proportional, rotational speed and pulse frequency are proportional.

The reverse rotation of the stepper motor can be controlled by changing the order in which the windings are energized. Therefore, the rotation of the stepper motor can be controlled by controlling the number of pulses, the frequency and the energization sequence of each phase winding of the motor. The sleeve 63 drives the adjusting rod 62 to rotate, and the adjusting rod 62 rotates 90 degrees synchronously.

In this embodiment, it can be set to turn the stepping motor clockwise to adjust the adjustment rod 62 to rotate clockwise. At this time, the adjustment rod 62 controls the compression spring 51 to compress or drives the pusher 31 to move toward the valve 2 to open the valve 2 . After the air valve 2 is opened, the air pressure in the first chamber 15 can enter into the connection chamber 17 , so that the air intake channel 11 and the air outlet channel 12 can be connected.

The air intake channel 11 and the air outlet channel 12 are connected to deliver the air pressure to the buffer chamber 102 below the brake piston 101 of the brake valve 100, and apply force to the brake piston 101 to force the brake piston 101 to move down and slow down, breaking down the brake. The pressure output ratio of the piston 101 itself due to the force bearing area.

When the air pressure in the first chamber 15 increases, the air valve 2 is pushed to move toward the direction of closing the inlet 171 of the connecting chamber, and drives the pusher 31 to move toward the direction of compressing the compression spring 51 . Each clockwise rotation of the stepper motor by 90 degrees drives the pressure in the buffer chamber 102 to increase by 0.03 air pressure. Correspondingly, the air pressure in the first chamber 15 required to push the valve 2 to close the inlet 171 of the connecting chamber is correspondingly greater. .

Correspondingly, when the stepping motor is turned counterclockwise to adjust the adjusting rod 62 to rotate counterclockwise, the compression spring 51 stretches or the pusher 31 moves away from the valve 2, and when the compression spring 51 stretches, a small force can be used to The spring can be compressed, and now the driving force required by the pusher 31 when compressing the spring will be correspondingly reduced, and the air pressure in the first chamber 15 required to push the air valve 2 to close the connection chamber inlet 171 indirectly is also reduced.

Another embodiment of the present invention also discloses a brake valve assembly, including: a brake valve 100 and the brake valve buffer chamber pressure regulating mechanism as described above, the brake valve buffer chamber pressure regulating mechanism can be directly fixed Formed on the brake valve, of course, the buffer pressure regulating mechanism of the brake valve can also be set as an independent unit to communicate with the interface on the brake valve through a pipeline.

The brake valve includes a valve body and a brake piston 101 slidably arranged in the valve body. The valve body has a drive chamber 107 above the brake piston 101 and a buffer chamber 102 below the brake piston 101. The brake chamber 104 ; the brake chamber 104 communicates with the air intake passage 11 , and the buffer chamber 102 communicates with the air outlet passage 12 .

The housing of the brake valve buffer chamber pressure regulating mechanism also has an expansion chamber 13 and a control passage 14 communicating with the expansion chamber 13 , and the control passage 14 communicates with the driving chamber 107 .

The brake valve 100 also has an air storage chamber 106 and a valve connecting the air storage chamber 106 and the brake chamber 104, and the brake valve 100 also has a function that moves in the air storage chamber 104 for blocking The brake valve 103 of the valve; the side of the brake piston 101 away from the drive chamber 107 is provided with a brake piston push rod 108, and the brake piston push rod 108 is used to push the brake The valve valve 103 moves toward the direction of opening the valve.

When the brake pedal is stepped on during braking, the air pressure of the air outlet pipe of the master cylinder enters the drive chamber 107, and the increase of the air pressure in the drive chamber 107 will push the brake piston 101 to move toward the brake valve 103 to Open the brake air valve 103, and the brake air valve 103 conducts the brake circuit after opening. In this way, the air pressure stored in the air outlet chamber 106 is released into the brake chamber 104. On the one hand, the gas in the brake chamber 104 enters the corresponding position to produce braking, and on the other hand, the gas in the brake chamber 104 passes through the air intake passage. 11 and the air outlet channel 12 enter into the buffer chamber 102, thereby realizing the filling of the air pressure in the buffer chamber 102. The amount of air pressure filled into the buffer chamber 102 can adjust the speed at which the brake piston 101 moves down, thereby affecting the sensitivity of the brake.

When the brake is released, the air pressure in the drive chamber 107 decreases, the brake piston 101 resets and moves, and at the same time, the brake valve 103 resets and moves under the action of the reset mechanism to close the brake circuit so as to release the brake.

The large trucks in the prior art all adopt the air brake braking system, which has many disadvantages. The braking force required by it under the two different states of the no-load state and the heavy-load state is Different, so the requirements for the braking device are also different. Under light load conditions, it should be avoided that the braking device is too sensitive and the response is too timely to cause the tire to lock up. In the state of heavy load, the braking device needs to respond in time to avoid the unsatisfactory braking effect and the situation that the car cannot be stopped.

In order to adjust the air pressure in the buffer chamber 102, a buffer chamber pressure regulating mechanism is provided. The increase of the air pressure in the brake chamber 104 drives the increase of the air pressure in the first chamber 15, and the increase of the air pressure in the first chamber 15 can push the air valve 2 Push the pusher 31 to move after overcoming the force of the compression spring 51 to close the air intake passage 11 and enter the air pressure in the buffer chamber 102, and then when the air pressure in the drive chamber 107 increases, the drive chamber 107 enters through the control passage 14. In the expansion chamber 13, the air pressure in the expansion chamber 103 is increased. After the air pressure in the expansion chamber 103 increases, the pusher 31 is further moved away from the valve 2, thereby leading the air outlet passage 12 and the pressure relief passage 32 Then the air pressure in the buffer chamber 102 is unloaded.

That is, no matter whether the air pressure in the driving chamber 107 or the brake chamber 104 reaches a certain moving threshold, the air pressure in the buffer chamber 102 can be unloaded, thereby realizing the adjustment of the brake valve.

However, different vehicles may require different movement thresholds according to their own usage status. Therefore, in order to meet the needs of different users, an adjustment rod 62 is also provided at one end of the compression spring 51. The adjustment rod can change the expansion and contraction of the compression spring 51 so as to change its active force acting on the pusher 31, and then change the force of the pusher 31. Position, or change the pre-compression amount or deformation of the compression spring 51, so as to change the pressure value that drives the valve 2 to move to close the connection chamber inlet 171, and also changes the push member 31 in the expansion chamber 32 to move away from the valve 2 pressure value.

The above-mentioned structure has the following disadvantages. It can only be adjusted by adjusting the adjustment lever 62. This adjustment method is more arbitrary and subjective, and the buffer cavity pressure adjustment mechanism is generally installed on the brake valve, so the user often needs to climb to the bottom of the vehicle to perform adjustment. The adjustment brings inconvenience to the use, and because the adjustment data cannot be observed intuitively, the adjustment is easy to be confused, and professional technicians are required to adjust with professional testing equipment, causing great inconvenience.

In order to solve the above-mentioned technical problems, the braking engine of the embodiment of the present invention is equipped with the above-mentioned brake valve buffer chamber pressure regulating mechanism, the brake valve buffer chamber pressure regulating mechanism includes an adjustment mechanism 6 that controls the movement of the adjustment rod 62, and the adjustment mechanism 6 is equipped with There is an electric driving part 61 , through the electric driving part such as click 611 , the movement control of the adjusting rod 62 can be better realized, and the current braking state of the brake valve can also be intuitively reflected.

In the above-mentioned embodiment, the air source for filling the air pressure in the buffer chamber 102 comes from the brake chamber 104. In other embodiments, the air pressure in the buffer chamber 102 can be supplied by the driving chamber 107, that is, the air supply source is the driving chamber 107. cavity 107, at this time, it is necessary to connect the intake end of the intake channel to the drive cavity 107, and an additional mouthpiece can be provided on the drive cavity 107 to facilitate the connection. The air pressure in the driving chamber 107 provides the air pressure required for pressurizing the buffer chamber 102 . The advantage of this design is that the maximum air pressure in the buffer chamber 102 can only reach the air pressure in the driving chamber 107. When the control device breaks down, the air pressure in the buffer chamber 102 will not be too large to exceed the air pressure in the driving chamber 107 and affect The braking of the braking device.

Of course, in another embodiment, the brake valve also has a brake master cylinder outlet pipe that is connected to the drive chamber 107 and provides air pressure for the drive chamber 107, and the brake master cylinder outlet pipe is used as an air supply source. Providing air pressure in the buffer chamber 102 is equivalent to providing air pressure for the buffer chamber 102 through the driving chamber 107, because the air pressure in the driving chamber 107 comes from the air outlet pipe of the brake master cylinder, so the air pressure in the buffer chamber 102 will not appear Too big a problem.

In addition, in other embodiments, the air supply source is an external air storage tank. In this solution, the air pressure in the buffer chamber 102 is supplied by an independent air intake system, and an air storage tank can be connected to the frame. The problem in this solution may be that the actuator 44 needs better sensitivity to avoid The situation that the air pressure in the buffer chamber 102 is too large exceeds the air pressure in the driving chamber 107 occurs.

In another embodiment, when the brake device is applied to the relay valve in the brake system of the trailer, the air supply source can also be the outlet pipe of the trailer valve. The air pressure that passes through the trailer valve is the air supply source for the buffer chamber 102 .

The structure, features and effects of the present invention have been described in detail above based on the embodiments shown in the drawings. The above descriptions are only preferred embodiments of the present invention, but the present invention does not limit the scope of implementation as shown in the drawings. Changes made to the idea of the present invention, or modifications to equivalent embodiments that are equivalent changes, and still within the spirit covered by the description and illustrations, shall be within the protection scope of the present invention.

Claims (10)

1. A brake valve cushion chamber pressure regulating mechanism comprising:

the shell is provided with an inner cavity, and an air inlet channel and an air outlet channel which are communicated with the inner cavity;

the valve is movable in the inner cavity and provided with a first position and a second position, the valve closes the conduction of the air inlet channel and the air outlet channel when in the first position, and the valve leads the air inlet channel and the air outlet channel when in the second position;

the opening mechanism comprises a pushing piece and a pressure relief channel, the pushing piece is used for being abutted against the valve to push the valve to move, the pressure relief channel is arranged on the pushing piece and communicated with the outside, the pushing piece moves in an inner cavity and is provided with a closed position for closing the pressure relief channel and a pressure relief position for communicating the pressure relief channel with the air outlet channel;

the shell is internally provided with an expansion cavity and a control channel for communicating the expansion cavity with the outside, and when the air pressure in the expansion cavity is increased, the expansion cavity expands and extends to drive the pushing piece to move towards the pressure relief position.

2. The brake valve cushion chamber pressure regulating mechanism of claim 1, wherein the push member abuts the valve when the push member is in the closed position;

when the pushing piece is located at the pressure relief position, the pushing piece is far away from the air valve, and the air valve is located at the first position at the time.

3. The brake valve cushion chamber pressure regulating mechanism of claim 2, wherein the urging member includes a piston portion slidably disposed in the inner chamber, a portion of the piston portion forming an inner wall of the expansion chamber, the piston portion moving in a direction to increase a volume of the expansion chamber when a pressure of air in the expansion chamber increases;

the pushing piece is also provided with a push rod arranged on the piston part, the push rod extends towards the valve and is used for abutting against the valve so as to push the valve to move towards a second position;

when the pushing piece is located at the closed position, the push rod is abutted against the valve; when the pushing piece is located at the pressure relief position, the push rod is separated from the valve.

4. The brake valve cushion chamber pressure regulating mechanism of claim 3, wherein said pressure relief passage includes a pressure relief inlet, a pressure relief outlet and a pressure relief connection hole; the pressure relief inlet is arranged on one side of the push rod facing the air valve; the pressure relief outlet is arranged on one side of the piston part, which is far away from the push rod; the pressure relief connecting hole penetrates through the push rod and the piston part and is communicated with the pressure relief inlet and the pressure relief outlet.

5. The brake valve cushion chamber pressure regulating mechanism according to claim 4, wherein the inner chamber includes a first chamber, a second chamber, and a connecting chamber that communicates the first chamber with the second chamber; the air inlet channel is communicated with the first cavity, and the air outlet channel is communicated with the connecting cavity; the connecting chamber having a connecting chamber inlet disposed on the first chamber sidewall;

the air valve is movable in the first cavity and closes the connecting cavity inlet when in a first position;

the push rod is arranged in the connecting cavity and is in clearance fit with the connecting cavity, and when the air valve is located at the second position, the first cavity is communicated with the air outlet channel through a clearance part between the push rod and the connecting cavity.

6. The brake valve cushion chamber pressure regulating mechanism of claim 5, wherein the valve is clearance fit with an inner wall of the first chamber;

the air inlet channel is provided with an air inlet channel outlet arranged on the inner wall of the first cavity, and the valve is movably arranged between the air inlet channel outlet and the connecting cavity inlet; the air valve is pushed by air pressure and moves towards the direction of closing the connecting cavity inlet when the air pressure of the first cavity is increased, and the air valve is pushed by the pushing piece to move towards the direction of opening the connecting cavity inlet when the air pressure of the first cavity is reduced;

the brake valve buffer cavity pressure regulating mechanism is also provided with a valve resetting piece arranged in the first cavity, and the resetting resilience force of the valve resetting piece is used for pushing the valve to move towards the direction of closing the inlet of the connecting cavity;

the brake valve buffer cavity pressure regulating mechanism is further provided with a sealing ring arranged outside the push rod, the sealing ring is arranged between the push rod and the inner wall of the connecting cavity, and part of the push rod forms the inner wall of the expansion cavity.

7. The brake valve buffer cavity pressure regulating mechanism according to claim 5, wherein the piston portion is slidably disposed in the second cavity, a seal ring is disposed between the piston portion and an inner wall of the second cavity, a pressure relief buffer cavity is formed between a side of the piston portion away from the push rod and the inner wall of the second cavity, the housing further has a pressure relief hole communicated with the pressure relief buffer cavity, and the pressure relief channel is communicated with the pressure relief buffer cavity;

the brake valve buffer cavity pressure regulating mechanism is also provided with an elastic expansion piece arranged in the pressure relief buffer cavity, and the elastic expansion piece is arranged to drive the pushing piece to move towards the direction of the air valve and contract under the action of the pushing piece to accumulate resetting resilience force.

8. A brake valve assembly including a brake valve and a brake valve cushion chamber pressure regulating mechanism as claimed in any one of claims 1 to 7, said brake valve including a valve body and a brake piston slidably disposed within said valve body, said valve body having a drive chamber therein above said brake piston and a cushion chamber therein below said brake piston, said brake chamber; the brake cavity is communicated with the air inlet channel, and the buffer cavity is communicated with the air outlet channel.

9. The brake valve assembly of claim 8, wherein the housing further includes an expansion chamber thereon and a control passage in communication with the expansion chamber, the control passage being in communication with the actuation chamber.

10. The brake valve assembly of claim 8, further comprising an air reservoir and an air valve communicating the air reservoir with the brake chamber, the brake valve further comprising a brake valve movable within the air reservoir for closing the air valve; and a brake piston push rod is arranged on one side of the brake piston, which deviates from the driving cavity, and is used for pushing the brake air valve to move towards the direction of opening the air valve.

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