CN210760731U - Multi-functional relay valve of booster-type - Google Patents
Multi-functional relay valve of booster-type Download PDFInfo
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- CN210760731U CN210760731U CN201921553512.5U CN201921553512U CN210760731U CN 210760731 U CN210760731 U CN 210760731U CN 201921553512 U CN201921553512 U CN 201921553512U CN 210760731 U CN210760731 U CN 210760731U
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Abstract
The utility model discloses a multi-functional relay valve of booster-type aims at providing the multi-functional relay valve of booster-type that the commonality is good. The air inlet valve comprises a shell, an air inlet valve component, a piston mechanism and a first spring; the piston mechanism comprises a guide rod and a first piston; the shell is provided with a brake air channel, an air outlet channel and an air inlet channel; a cavity between the upper end of the first piston and the shell is called a brake air chamber, and a cavity between the lower end of the first piston and the shell is called an air outlet chamber; the area of the upper end of the first piston, which is positioned in the brake air chamber, is larger than the area of the lower end of the first piston, which is positioned in the air outlet chamber; the air inlet channel is connected with the air inlet valve assembly; the brake air channel is communicated with the brake air chamber; the air outlet channel is communicated with the air outlet chamber; a pressurizing air chamber is arranged between the upper end of the guide rod and the shell and is communicated with the air outlet chamber through a pressurizing channel; an air cushion chamber is arranged between the lower end of the first piston and the shell; the air outlet chamber is communicated with the air cushion chamber through a pressure regulating air passage; it also includes a pressure regulating mechanism.
Description
Technical Field
The utility model belongs to the technical field of vehicle braking system technique and specifically relates to a multi-functional relay valve of booster-type is related to.
Background
The relay valve belongs to a part of an automobile air brake system, and in the brake system of a truck, the relay valve plays a role in shortening the reaction time and the pressure establishment time. The relay valve is used at the tail end of the long pipeline, so that the compressed air of the air storage cylinder is quickly filled in the brake air chamber. Relay valves are widely used in automotive braking systems, particularly in main, trailer or semi-trailer braking systems. The braking force curve of the existing relay valve with a single-piston structure cannot be adjusted in the use process, so that the applicable vehicle has single specification and poor universality.
SUMMERY OF THE UTILITY MODEL
The utility model aims at overcoming the defects existing in the prior art and providing a booster-type multifunctional relay valve with a large braking force curve adjusting range.
In order to solve the technical problem, the utility model discloses a realize through following technical scheme:
a booster-type multifunctional relay valve comprises a shell, an air inlet valve component arranged at the lower part of the shell, a piston mechanism used for driving the air inlet valve component, and a first spring used for resetting the piston mechanism; the piston mechanism comprises a guide rod and a first piston arranged on the guide rod; the shell is provided with a brake air channel, an air outlet channel and an air inlet channel; a cavity between the upper end of the first piston and the shell is called a brake air chamber, and a cavity between the lower end of the first piston and the shell is called an air outlet chamber; the area of the upper end of the first piston, which is positioned in the brake air chamber, is larger than the area of the lower end of the first piston, which is positioned in the air outlet chamber; the air inlet channel is connected with the air inlet valve assembly; the brake air channel is communicated with the brake air chamber; the air outlet channel is communicated with the air outlet chamber;
a pressurizing air chamber is arranged between the upper end of the guide rod and the shell and is communicated with the air outlet chamber through a pressurizing channel;
an air cushion chamber is arranged between the lower end of the first piston and the shell;
the air outlet chamber or the brake air chamber is communicated with the air cushion chamber through a pressure regulating air passage;
the pressure regulating device also comprises a pressure regulating mechanism which is used for controlling the on-off of the pressure regulating air passage and is in a normally open state.
Preferably, the pressure regulating mechanism comprises a housing with a control cavity, a second piston arranged in the control cavity, a second spring arranged at one end of the second piston, a valve body arranged at the other end of the second piston, and an adjusting screw rod for adjusting the length of the second spring; when the second spring is not completely compressed, the valve body is in an opening position, and the pressure regulating air passage is communicated; when the second spring is completely compressed, the valve body is in a closed position, and the pressure regulating air passage is disconnected.
Preferably, the pressure-regulating air passage adopts an internal air passage or an external air passage.
Preferably, the pressurizing channel adopts an internal air channel or an external air channel.
Preferably, the housing and the intake valve assembly each adopt a relay valve structure for a main vehicle.
Preferably, the housing and the intake valve assembly both adopt a relay valve structure for a trailer.
Compared with the prior art, the utility model has the advantages of as follows:
the utility model discloses a can adjust the pressure regulating mechanism of brake force curve, make it carry out the regulation of brake force curve according to the load specification of vehicle, brake stationarity when can ensureing the vehicle full-state and use makes the brake of vehicle change in control. Because the utility model discloses a braking force curve's control range is big, consequently can satisfy the vehicle use of different load specifications, and the commonality is stronger.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a first embodiment of the present invention.
Fig. 2 is a top view of fig. 1.
Fig. 3 is a cross-sectional view of B-B in fig. 1.
Fig. 4 is a cross-sectional view a-a of fig. 2.
Fig. 5 is a schematic structural diagram of a second embodiment of the present invention.
Fig. 6 is a top view of fig. 5.
Fig. 7 is a sectional view of B-B in fig. 5.
Fig. 8 is a cross-sectional view a-a of fig. 6.
Fig. 9 is a perspective view of fig. 5.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without any creative effort belong to the protection scope of the present invention. In the following description, for the sake of clarity of illustrating the structure and operation of the present invention, reference will be made to the accompanying drawings by means of directional terms, but the terms "front", "rear", "left", "right", "up", "down", etc. should be construed as convenient terms and not as limitative terms.
Example 1
The booster-type multifunction relay valve shown in fig. 1 to 4, which is used in the main car in this embodiment, includes a housing 1, an intake valve assembly 2 provided at a lower portion of the housing 1, a piston mechanism 4 for driving the intake valve assembly 2, and a first spring 3 for restoring the piston mechanism 4; the piston mechanism 4 comprises a guide rod 41 and a first piston 42 arranged on the guide rod 41; the shell 1 is provided with a brake air passage 5, an air outlet passage 6 and an air inlet passage 7; a cavity between the upper end of the first piston 42 and the shell 1 is called a brake air chamber 8, and a cavity between the lower end of the first piston and the shell 1 is called an air outlet chamber 9; the area of the upper end of the first piston 42 positioned in the brake air chamber 8 is larger than that of the lower end thereof positioned in the air outlet chamber 9; the air inlet channel 7 is connected with the air inlet valve component 2; the brake air channel 5 is communicated with a brake air chamber 8; the air outlet channel 6 is communicated with an air outlet chamber 9;
a pressurizing air chamber 10 is arranged between the upper end of the guide rod 41 and the shell 1, and the pressurizing air chamber 10 is communicated with the air outlet chamber 9 through a pressurizing channel 11;
an air cushion chamber 12 is arranged between the lower end of the first piston 42 and the shell 1;
the air outlet chamber 9 is communicated with an air cushion chamber 12 through a pressure regulating air passage 13;
the pressure regulating device also comprises a pressure regulating mechanism 14 which is used for controlling the on-off of the pressure regulating air passage 13 and is in a normally open state.
Specifically, the pressure regulating mechanism 14 includes a housing 16 having a control chamber 15, a second piston 17 disposed in the control chamber 15, a second spring 18 disposed at one end of the second piston 17, a valve body 19 disposed at the other end of the second piston 17, and an adjusting screw 20 for adjusting the length of the second spring 18; when the second spring 18 is not completely compressed, the valve body 19 is not contacted with the inner wall of the control cavity, the valve body is in an opening position, and the pressure regulating air channel 13 is communicated; when the second spring 18 is completely compressed, the valve body 19 contacts with the inner wall of the control cavity to form an airtight seal, the valve body is in a closed position, and the pressure regulating air channel 13 is disconnected.
In this embodiment, the pressure-regulating air passage 13 and the pressure-increasing air passage 11 both use an internal air passage with low manufacturing cost and without increasing the volume, and obviously, an external air passage may also be used. Since this embodiment is applied to the main car, accordingly, the housing 1 and the intake valve assembly 2 both adopt a relay valve structure for the main car.
Example 2
The booster-type multifunction relay valve shown in fig. 5-9, which is used in the present embodiment for parking a trailer, includes a housing 1, an intake valve assembly 2 disposed at a lower portion of the housing 1, a piston mechanism 4 for driving the intake valve assembly 2, and a first spring 3 for restoring the piston mechanism 4; the piston mechanism 4 comprises a guide rod 41 and a first piston 42 arranged on the guide rod 41; the shell 1 is provided with a brake air passage 5, an air outlet passage 6 and an air inlet passage 7; a cavity between the upper end of the first piston 42 and the shell 1 is called a brake air chamber 8, and a cavity between the lower end of the first piston and the shell 1 is called an air outlet chamber 9; the area of the upper end of the first piston 42 positioned in the brake air chamber 8 is larger than that of the lower end thereof positioned in the air outlet chamber 9; the air inlet channel 7 is connected with the air inlet valve component 2; the brake air channel 5 is communicated with a brake air chamber 8; the air outlet channel 6 is communicated with an air outlet chamber 9;
a pressurizing air chamber 10 is arranged between the upper end of the guide rod 41 and the shell 1, and the pressurizing air chamber 10 is communicated with the air outlet chamber 9 through a pressurizing channel 11;
an air cushion chamber 12 is arranged between the lower end of the first piston 42 and the shell 1;
the air outlet chamber 9 is communicated with an air cushion chamber 12 through a pressure regulating air passage 13;
the pressure regulating device also comprises a pressure regulating mechanism 14 which is used for controlling the on-off of the pressure regulating air passage 13 and is in a normally open state.
Specifically, the pressure regulating mechanism 14 includes a housing 16 having a control chamber 15, a second piston 17 disposed in the control chamber 15, a second spring 18 disposed at one end of the second piston 17, a valve body 19 disposed at the other end of the second piston 17, and an adjusting screw 20 for adjusting the length of the second spring 18; when the second spring 18 is not compressed, the valve body 19 is not contacted with the inner wall of the control cavity, the valve body is in an opening position, and the pressure regulating air passage 13 is communicated; when the second spring 18 is completely compressed, the valve body 19 contacts with the inner wall of the control cavity to form an airtight seal, the valve body is in a closed position, and the pressure regulating air channel 13 is disconnected.
In this embodiment, the pressure-regulating air passage 13 and the pressure-increasing air passage 11 both use an internal air passage with low manufacturing cost and without increasing the volume, and obviously, an external air passage may also be used. Since this embodiment is used for a trailer, accordingly, the housing 1 and the intake valve assembly 2 both adopt a relay valve structure for a trailer.
In the above embodiments, the housing 1 has a common upper and lower split structure. The number of air inlets and air outlets on the shell 1 can be reasonably set as required. Obviously, the pressure regulating mechanism 14 in the present invention can also adopt other common normally open pressure regulating valves capable of regulating the opening and closing pressure.
Obviously, in the above embodiments, the brake air chamber may also be a boost air chamber (not shown in the figure), and at this time, the pressure regulating air passage is communicated with the brake air chamber and is the boost air chamber.
The working process is as follows:
the master cylinder controls air pressure to enter a brake air chamber 8 from a brake air passage 5, and under the action of the air pressure, a first piston 42 is pushed to enable a guide rod 41 to push an air inlet valve component 2 open, so that high-pressure air enters an air outlet chamber 9 from an air inlet passage 7 through the air inlet valve component 2, and is communicated to a slave cylinder through an air outlet passage 6 of the air outlet chamber 9 to achieve the purpose of braking; the air pressure in the air outlet chamber 9 enters the air cushion chamber 12 through the pressure regulating air passage 13 and the pressure regulating mechanism 14 at the same time, the air pressure entering the air cushion chamber 12 is regulated through the pressure regulating mechanism 14, after the air pressure in the air cushion chamber 12 is regulated to a certain value by screwing the regulating screw 20 as required to change the compression length of the second spring 18, when the air pressure entering the pressure regulating air passage 13 can drive the second piston 17 to move so as to close the valve body 19, the air pressure entering the air cushion chamber 12 forms an air cushion to generate a buffering effect, and the reverse force of downward pushing of the first piston 42 is prevented, so that the aim of controlling braking by a driver is fulfilled. The pressure regulating mechanism 14 can adjust the air pressure in the air cushion chamber 12 up and down (by screwing the adjusting screw 20 to change the compression length of the second spring 18 and then change the air pressure value required for driving the second piston 17) according to the braking requirement, so as to meet the braking requirement of various vehicle types, and the braking force curve of the relay valve can be changed by the pressure regulating mechanism 14, so that the braking force curve moves forwards and backwards. The air pressure in the air outlet chamber 9 enters the pressurizing air chamber 10 through the pressurizing channel 11 to generate a pressurizing effect, the pressure is enhanced when the air pressure is high, and the pressure is weakened when the air pressure is low, so that the air outlet chamber and the braking air chamber 8 work together, and the effect of sensitive braking is achieved.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. A booster-type multifunctional relay valve comprises a shell, an air inlet valve component arranged at the lower part of the shell, a piston mechanism used for driving the air inlet valve component, and a first spring used for resetting the piston mechanism; the piston mechanism comprises a guide rod and a first piston arranged on the guide rod; the shell is provided with a brake air channel, an air outlet channel and an air inlet channel; a cavity between the upper end of the first piston and the shell is called a brake air chamber, and a cavity between the lower end of the first piston and the shell is called an air outlet chamber; the area of the upper end of the first piston, which is positioned in the brake air chamber, is larger than the area of the lower end of the first piston, which is positioned in the air outlet chamber; the air inlet channel is connected with the air inlet valve assembly; the brake air channel is communicated with the brake air chamber; the air outlet channel is communicated with the air outlet chamber; the method is characterized in that:
a pressurizing air chamber is arranged between the upper end of the guide rod and the shell and is communicated with the air outlet chamber through a pressurizing channel;
an air cushion chamber is arranged between the lower end of the first piston and the shell;
the air outlet chamber or the brake air chamber is communicated with the air cushion chamber through a pressure regulating air passage;
the pressure regulating device also comprises a pressure regulating mechanism which is used for controlling the on-off of the pressure regulating air passage and is in a normally open state.
2. The booster-type multifunction relay valve of claim 1, wherein: the pressure regulating mechanism comprises a shell with a control cavity, a second piston arranged in the control cavity, a second spring arranged at one end of the second piston, a valve body arranged at the other end of the second piston and an adjusting screw rod used for adjusting the length of the second spring; when the second spring is not completely compressed, the valve body is in an opening position, and the pressure regulating air passage is communicated; when the second spring is completely compressed, the valve body is in a closed position, and the pressure regulating air passage is disconnected.
3. The booster-type multifunction relay valve according to claim 1 or 2, characterized in that: the pressure regulating air passage adopts an internal air passage or an external air passage.
4. The booster-type multifunction relay valve according to claim 1 or 2, characterized in that: the pressurizing channel adopts an internal air channel or an external air channel.
5. The booster-type multifunction relay valve according to claim 1 or 2, characterized in that: the shell and the air inlet valve assembly both adopt a relay valve structure for the main vehicle.
6. The booster-type multifunction relay valve according to claim 1 or 2, characterized in that: the shell and the air inlet valve assembly both adopt a relay valve structure for a trailer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921553512.5U CN210760731U (en) | 2019-09-18 | 2019-09-18 | Multi-functional relay valve of booster-type |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921553512.5U CN210760731U (en) | 2019-09-18 | 2019-09-18 | Multi-functional relay valve of booster-type |
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| Publication Number | Publication Date |
|---|---|
| CN210760731U true CN210760731U (en) | 2020-06-16 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921553512.5U Active CN210760731U (en) | 2019-09-18 | 2019-09-18 | Multi-functional relay valve of booster-type |
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| CN (1) | CN210760731U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110481530A (en) * | 2019-09-18 | 2019-11-22 | 张应彪 | A kind of multi-functional relay valve of booster-type |
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2019
- 2019-09-18 CN CN201921553512.5U patent/CN210760731U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110481530A (en) * | 2019-09-18 | 2019-11-22 | 张应彪 | A kind of multi-functional relay valve of booster-type |
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