CN210971033U

CN210971033U - Commercial vehicle binary channels ABS rear axle brake module assembly

Info

Publication number: CN210971033U
Application number: CN201921174740.1U
Authority: CN
Inventors: 周威力; 巨建辉; 冷彪; 邹伟; 刘永传; 柳帅; 刘森磊; 管仁梅
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2019-07-25
Filing date: 2019-07-25
Publication date: 2020-07-10
Anticipated expiration: 2029-07-25

Abstract

The utility model relates to a commercial vehicle air braking system technical field, concretely relates to commercial vehicle binary channels ABS rear axle brake module assembly, including a middle valve body subassembly, two ABS solenoid valves. The middle valve body assembly consists of a valve cover and a valve body, a piston is arranged on the valve cover, an air inlet ring groove, an outer air inlet ring groove and a valve control mechanism are arranged in the valve body, the inner air inlet ring groove is connected with an air inlet, and the outer air inlet ring groove is connected with two air outlet channels. Each air outlet channel is connected with an ABS electromagnetic valve. The utility model discloses can realize accelerating rear axle braking response speed, the anti-lock function of left and right wheel braking. The utility model discloses can effectively save assembly space, conveniently put in order the car spare part and arrange, the integrated level is higher, can simplify the tube coupling technology, improves braking system gas tightness when improving assembly efficiency, reduce weight and cost. The ABS solenoid valves on both sides can be dismantled alone, conveniently overhauls and maintains.

Description

Commercial vehicle binary channels ABS rear axle brake module assembly

Technical Field

The invention relates to the technical field of commercial vehicle air brake systems, in particular to a commercial vehicle double-channel ABS rear axle brake module assembly.

Background

An ABS System is called an Anti-lock Brake System in the whole, and an Anti-lock Brake System is called in Chinese, and the Anti-lock Brake System is a safety control System which is used for preventing wheels from being locked completely in the braking process of an automobile, improving the direction stability and steering control capability of the automobile in the braking process and shortening the braking distance. ABS solenoid valves are the actuating components in ABS systems, typically used in commercial vehicles one for each wheel.

The relay valve is a device for accelerating the braking response speed of the rear axle and generally has a control air port, an air supply port and two air outlets. The control air port is connected with the brake pedal device, the air supply port is connected with the high-pressure air storage cylinder, and the air outlet is generally connected with the brake air chamber through an ABS electromagnetic valve.

The rear axle brake module of a typical commercial vehicle consists of a relay valve and two ABS solenoid valves. The rear axle relay valve and the ABS electromagnetic valve in the prior art generally have two technical schemes. One technical scheme is that a relay valve and two ABS electromagnetic valves are dispersedly arranged on a frame at a position close to a brake chamber. The technical scheme has the problems of large quantity of parts, complex pipeline trend, more leakage risk points and low assembly efficiency. The other technical scheme is that a relay valve and two ABS electromagnetic valves are combined through a transition joint and are arranged on a frame cross beam. The technical scheme has larger volume and poorer integration level.

Disclosure of Invention

The utility model provides a simple structure, can effectively reduce spare part quantity, reduce whole car cost and weight, improve assembly efficiency simultaneously, reduce the coupling and leak the risk point, improve the commercial vehicle binary channels ABS rear axle brake module assembly of gas tightness, overcome the above-mentioned problem that current commercial car rear axle brake module exists.

The technical scheme of the utility model is explained as follows with the attached drawings:

a commercial vehicle double-channel ABS rear axle brake module assembly comprises a middle valve body component 1 and two ABS electromagnetic valves with the same structure, wherein the two ABS electromagnetic valves with the same structure are a left ABS electromagnetic valve 2 arranged on the left side of the middle valve body component 1 and a right ABS electromagnetic valve 3 arranged on the right side of the middle valve body component 1; an exhaust muffler 4 is installed below the middle valve body assembly 1, an air inlet 11 is arranged in the middle of the middle valve body assembly 1, a control air port 14 for controlling the air inlet 11 to be communicated with or disconnected from the left ABS electromagnetic valve 2 and the right ABS electromagnetic valve 3 is arranged at the upper part of the middle valve body assembly 1, a left air outlet 121 communicated with the left ABS electromagnetic valve 2 is arranged at the left side of the middle valve body assembly 1, a right air outlet 122 communicated with the right ABS electromagnetic valve 3 is arranged at the right side of the middle valve body assembly 1, and an exhaust port 13 communicated with the exhaust muffler 4 is arranged at the lower part of the middle valve body assembly 1; the middle valve body assembly 1 consists of a valve cover 15 and a valve body 16; a valve control mechanism is arranged on the valve cover 15; an inner air inlet ring groove 111 and an outer air inlet ring groove 112 are formed in the valve body 16; the inner air inlet ring groove 111 is communicated with the air inlet 11; the outer air inlet ring groove 112 is respectively communicated with the left ABS electromagnetic valve 2 and the right ABS electromagnetic valve 3; a valve mechanism for controlling the communication between the outer air inlet ring groove 112 and the inner air inlet ring groove 111 or the exhaust port 13 is arranged in the valve body 16, and the movement of the valve mechanism is controlled by the valve control mechanism; two air inlet ring grooves 501, two air inlet channels 113, two air outlet ring grooves 504 and two air outlet channels 505 are arranged in the valve body 16; the two air inlet ring grooves 501 are respectively communicated with the outer air inlet ring groove 112 through two air inlet channels 113, the two exhaust channels 505 are respectively communicated with the exhaust port 13, and a pressure maintaining diaphragm mechanism for controlling the communication or disconnection between the air inlet ring grooves 501 and the air inlet channels 113 is respectively arranged between the two air inlet ring grooves 501 and each air inlet channel 113; the two groups of air inlet channels 113 are respectively communicated with an air outlet ring groove 504, each air outlet ring groove 504 is communicated with an air outlet channel 505, and each air outlet ring groove 504 is respectively communicated with a left air outlet 121 and a right air outlet 122; a pressure reduction membrane mechanism for controlling the communication or disconnection between each exhaust channel 505 and the corresponding air outlet ring groove 504 is arranged between each exhaust channel 505 and the corresponding air outlet ring groove 504; a pressure maintaining passage for controlling the pressure maintaining diaphragm mechanism is arranged between the outer air inlet ring groove 112 and the pressure maintaining diaphragm mechanism, and a pressure maintaining solenoid valve 201 in the ABS solenoid valve is arranged on the pressure maintaining passage and used for controlling the communication or disconnection of the pressure maintaining passage; a pressure reducing passage for controlling the pressure reducing diaphragm mechanism is arranged between the outer air inlet ring groove 112 and the pressure reducing diaphragm mechanism, and a pressure reducing solenoid valve 202 in the ABS solenoid valve is arranged on the pressure reducing passage and used for controlling the communication or disconnection of the pressure reducing passage; wherein, the pressure maintaining electromagnetic valve 201 is normally open, and the pressure reducing electromagnetic valve 202 is normally closed; the control air port 14 is connected with an air outlet of an external brake valve, the air inlet 11 is connected with an external air reservoir, the left air outlet 121 is connected with an external left brake air chamber, and the right air outlet 122 is connected with an external right brake air chamber.

The valve control mechanism consists of a guide rod 151, a piston assembly 152 and a control cavity 141 on the valve cover 15; wherein the control chamber 141 is communicated with the control air port 14, and the piston assembly 152 moves up and down along the guide rod 151; the valve mechanism consists of a valve seat 161, a valve 162, a valve return spring 163 and a spring seat 164; the valve 162 is tightly attached to the valve seat 161 under the action of the valve return spring 163; the valve return spring 163 is fixed to the spring seat 164.

Each group of air inlet channels 113 in the intermediate valve body assembly 1 is formed by communicating a first air inlet channel 502 and a second air inlet channel 503; the air inlet ring groove 501 is communicated with a first air inlet channel 502, and a second air inlet channel 503 is communicated with an air outlet ring groove 504.

The ABS electromagnetic valve also comprises a bottom plate component 203, a plug-in connector component 204 and a shell 205, wherein the plug-in connector component 204 is connected with an external whole vehicle ABS controller and controls the pressure maintaining electromagnetic valve 201 and the pressure reducing electromagnetic valve 202; the part of the shell 205 close to one side of the middle valve body is a shell back plate 206; the plug connector component 204, the pressure maintaining electromagnetic valve 201 and the pressure reducing electromagnetic valve 202 are sealed in the shell 205 together; the bottom plate assembly 203 is positioned between the housing back plate 206 and the intermediate valve body assembly 1; the shell back plate 206 and the bottom plate assembly 203 are fixedly connected with the middle valve body assembly 1 through bolts; the pressure maintaining electromagnetic valve 201 is formed by sequentially connecting a pressure maintaining electromagnetic valve plug 211, a pressure maintaining valve 212, a pressure maintaining movable iron core spring 213, a pressure maintaining movable iron core 214, a pressure maintaining coil winding 215 and a pressure maintaining static iron core 216; the pressure reducing solenoid valve 202 is formed by sequentially connecting a pressure reducing solenoid valve plug 221, a pressure reducing valve 222, a pressure reducing movable iron core spring 223, a pressure reducing movable iron core 224, a pressure reducing coil winding 225 and a pressure reducing static iron core 226; the bottom plate assembly 203 comprises a bottom plate 231, a pressure maintaining diaphragm mechanism and a pressure reducing diaphragm mechanism; a plurality of concave grooves are formed in the surface, close to the shell back plate 206, of the bottom plate 231, the bottom plate 231 is attached to the shell back plate 206, and a plurality of channels are formed between the grooves and the shell back plate 206; the pressure maintaining diaphragm mechanism comprises a pressure maintaining diaphragm 233 and a pressure maintaining diaphragm spring 234; the pressure reducing diaphragm mechanism includes a pressure reducing diaphragm 235 and a pressure reducing diaphragm spring 236; the pressure maintaining diaphragm 233 and the pressure reducing diaphragm 235 are both arranged between the bottom plate 231 and the intermediate valve body assembly 1; a pressure maintaining diaphragm acting chamber 520 is formed by a cavity between the pressure maintaining diaphragm 233 and the bottom plate 231, and a pressure maintaining diaphragm spring 234 is arranged between the pressure maintaining diaphragm 233 and the bottom plate 231; the cavity between the pressure-reducing diaphragm 235 and the bottom plate 231 forms a pressure-reducing diaphragm acting cavity 528, and the pressure-reducing diaphragm spring 236 is disposed between the pressure-reducing diaphragm 235 and the bottom plate 231; the pressure maintaining membrane 233 is arranged between the air inlet ring groove 501 and the first air inlet channel 502 and used for controlling the connection or disconnection of the air inlet ring groove 501 and the first air inlet channel 502; the pressure reducing membrane 235 is arranged between the exhaust channel 505 and the air outlet ring groove 504 and is used for controlling the communication or disconnection between the exhaust channel 505 and the air outlet ring groove 504; the pressure maintaining passage comprises a pressure maintaining air inlet passage of the ABS electromagnetic valve and a pressure maintaining air outlet passage of the ABS electromagnetic valve; the pressure reducing passage comprises a pressure reducing air inlet passage of the ABS electromagnetic valve and a pressure reducing air outlet passage of the ABS electromagnetic valve; the pressure maintaining air inlet passage of the ABS electromagnetic valve comprises a pressure maintaining air inlet channel 511, a first pressure maintaining air inlet 512, a second pressure maintaining air inlet 513, a third pressure maintaining air inlet 514, a fourth pressure maintaining air inlet 515, a fifth pressure maintaining air inlet 516, a sixth pressure maintaining air inlet 517, a seventh pressure maintaining air inlet 518 and an eighth pressure maintaining air inlet 519 which are sequentially communicated; the pressure maintaining air inlet channel 511 is communicated with the outer air inlet ring groove 112, the first pressure maintaining air inlet 512 is communicated with the second pressure maintaining air inlet 513 through a channel, the seventh pressure maintaining air inlet 518 is communicated with the eighth pressure maintaining air inlet 519 through a channel, and the eighth pressure maintaining air inlet 519 is communicated with the pressure maintaining membrane action cavity 520; the decompression inlet passage of the ABS solenoid valve comprises a first decompression inlet port 521, a second decompression inlet port 522, a third decompression inlet port 523, a fourth decompression inlet port 524, a fifth decompression inlet port 525, a sixth decompression inlet port 526 and a seventh decompression inlet port 527 which are communicated in sequence; the first decompression inlet port 521 and the first decompression inlet port 512 are communicated through a passage, the sixth decompression inlet port 526 and the seventh decompression inlet port 527 are communicated through a passage, and the seventh decompression inlet port 527 is communicated with the decompression diaphragm acting chamber 528; the pressure maintaining exhaust passage of the ABS electromagnetic valve comprises a first pressure maintaining exhaust port 531, a second pressure maintaining exhaust port 532 and a pressure maintaining and reducing common exhaust port 544 which are communicated in sequence; the second pressure-maintaining exhaust port 532 and the pressure-maintaining pressure-reducing common exhaust port 544 are communicated through one passage; the decompression exhaust passage of the ABS electromagnetic valve comprises a first decompression exhaust port 541, a second decompression exhaust port 542, a third decompression exhaust port 543 and a pressure-maintaining decompression common exhaust port 544 which are communicated in sequence; the third decompression exhaust port 543 and the pressure maintaining and decompression common exhaust port 544 are communicated through one passage, and the pressure maintaining and decompression common exhaust port 544 is communicated with the exhaust port 13 through a pressure maintaining and decompression common exhaust passage 545 inside the intermediate valve body assembly 1; the pressure maintaining valve 212 controls the connection and disconnection of the fourth pressure maintaining air inlet 515 and the fifth pressure maintaining air inlet 516; the pressure maintaining movable iron core 214 controls the connection and disconnection of the fifth pressure maintaining air inlet 516 and the first pressure maintaining air outlet 531; the pressure reducing valve 222 controls the connection and disconnection of the first pressure reducing exhaust port 541 and the fourth pressure reducing intake port 524; the decompression plunger 224 controls the connection and disconnection of the fourth decompression inlet port 524 and the third decompression inlet port 523.

Sealing rings 232 for sealing reinforcement are provided in the passage between the first and second pressure-maintaining

intake ports

512 and 513, the passage between the seventh and eighth pressure-maintaining intake ports 518 and 519, the passage between the first and second pressure-reducing

intake ports

521 and 512, the passage between the fifth and sixth pressure-reducing

intake ports

525 and 526, and the passage between the third pressure-reducing exhaust port 543 and the pressure-maintaining pressure-reducing common exhaust port 544.

The plug assembly 204 comprises a plug grounding end 261, a pressure maintaining solenoid valve control end 262 which is connected with the pressure maintaining coil winding 215 in the pressure maintaining solenoid valve 201 and controls the pressure maintaining solenoid valve 201, and a pressure reducing solenoid valve control end 263 which is connected with the pressure reducing coil winding 225 in the pressure reducing solenoid valve 202 and controls the pressure reducing solenoid valve 202; the connector ground 261, the pressure maintaining solenoid valve control end 262 and the pressure reducing solenoid valve control end 263 all extend out of the housing 205 from the inside of the housing 205.

The air inlet passage 113, the pressure maintaining air inlet passage 511 and the pressure maintaining and reducing common exhaust passage 545 are arranged in the middle valve body assembly 1; the third dwell pressure inlet 514, the sixth dwell pressure inlet 517, the second relief inlet 522, the fifth relief inlet 525, the second dwell pressure outlet 532 and the second relief outlet 542 are disposed on the outer surface of the housing backplate 206; the fourth pressure maintaining air inlet 515, the fifth pressure maintaining air inlet 516, the third pressure reducing air inlet 523, the fourth pressure reducing air inlet 524, the first pressure maintaining exhaust port 531 and the first pressure reducing exhaust port 541 are arranged on the inner surface of the shell back plate 206; the first pressure-maintaining air inlet 512, the second pressure-maintaining air inlet 513, the seventh pressure-maintaining air inlet 518, the eighth pressure-maintaining air inlet 519, the first pressure-reducing air inlet 521, the sixth pressure-reducing air inlet 526, the seventh pressure-reducing air inlet 527, the third pressure-reducing air outlet 543 and the pressure-maintaining pressure-reducing common air outlet 544 are arranged on the bottom plate 231; the fourth pressure maintaining air inlet 515 and the third pressure maintaining air inlet 514 are two ports of the same through hole in the housing backplate 206, the fifth pressure maintaining air inlet 516 and the sixth pressure maintaining air inlet 517 are two ports of the same through hole in the housing backplate 206, the third pressure reducing air inlet 523 and the second pressure reducing air inlet 522 are two ports of the same through hole in the housing backplate 206, the fourth pressure reducing air inlet 524 and the fifth pressure reducing air inlet 525 are two ports of the same through hole in the housing backplate 206, the first pressure maintaining exhaust port 531 and the second pressure maintaining exhaust port 532 are two ports of the same through hole in the housing backplate 206, and the first pressure reducing exhaust port 541 and the second pressure reducing exhaust port 542 are two ports of the same through hole in the housing backplate 206; after the housing backplate 206 and the bottom plate assembly 203 are attached to each other, the third pressure maintaining air inlet 514 and the second pressure maintaining air inlet 513 are opposite and communicated with each other, the sixth pressure maintaining air inlet 517 and the seventh pressure maintaining air inlet 518 are opposite and communicated with each other, the second pressure reducing air inlet 522 and the first pressure reducing air inlet 521 are opposite and communicated with each other, the fifth pressure reducing air inlet 525 and the sixth pressure reducing air inlet 526 are opposite and communicated with each other, the second pressure maintaining air outlet 532 aligns with and communicates with a channel between the third pressure reducing air outlet 543 and the pressure maintaining pressure reducing common air outlet 544, and the second pressure reducing air outlet 542 and the third pressure reducing air outlet 543 are opposite and communicated with each other.

A pressure maintaining valve groove capable of communicating the fourth pressure maintaining air inlet 515 with the fifth pressure maintaining air inlet 516 is formed in the pressure maintaining valve 212 along the axial direction; a rectangular groove is formed in the outer side of the pressure maintaining movable iron core 214; a hollow channel is arranged on the axis of the pressure maintaining static iron core 216; the hollow channel of the pressure maintaining static iron core 216 is always communicated with the first pressure maintaining exhaust port 531; when the pressure maintaining movable iron core 214 moves to a side close to the pressure maintaining valve 212, the rear end face of the pressure maintaining movable iron core 214 blocks the opening of the pressure maintaining valve groove close to the side of the fifth pressure maintaining air inlet 516, the pressure maintaining valve 212 is closed, the communication between the fourth pressure maintaining air inlet 515 and the fifth pressure maintaining air inlet 516 is disconnected, the front end face of the pressure maintaining movable iron core 214 leaves the rear end face of the pressure maintaining stationary iron core 216, the hollow channel of the pressure maintaining stationary iron core 216 is communicated with the rectangular groove of the pressure maintaining movable iron core 214, and the fifth pressure maintaining air inlet 516 is communicated with the first pressure maintaining exhaust port 531 through the rectangular groove of the pressure maintaining movable iron core 214 and the hollow channel of the pressure maintaining stationary iron core 216; when the pressure maintaining movable iron core 214 moves to the side far away from the pressure maintaining valve 212, the rear end face of the pressure maintaining movable iron core 214 leaves the opening of the pressure maintaining valve groove near the side of the fifth pressure maintaining air inlet 516, the pressure maintaining valve 212 is opened, the fourth pressure maintaining air inlet 515 is communicated with the fifth pressure maintaining air inlet 516, the rear end face of the pressure maintaining movable iron core 214 is attached to the front end face of the pressure maintaining static iron core 216 and blocks the opening of the hollow channel of the pressure maintaining static iron core 216 near the side of the pressure maintaining movable iron core 214, the communication between the rectangular groove of the pressure maintaining movable iron core 214 and the hollow channel of the pressure maintaining static iron core 216 is disconnected, and the communication between the fifth pressure maintaining air inlet 516 and the first pressure maintaining air outlet 531 is disconnected; the decompression valve 222 is provided with a decompression valve groove which can communicate the first decompression exhaust port 541 with the fourth decompression inlet port 524 along the axial direction, the outer side of the decompression movable iron core 224 is provided with a rectangular groove, the axial line of the decompression static iron core 226 is provided with a hollow channel, and the hollow channel of the decompression static iron core 226 is communicated with the third decompression inlet port 523 all the time; when the decompression movable iron core 224 moves to a side close to the decompression valve 222, the rear end face of the decompression movable iron core 224 blocks the opening of the decompression valve groove close to the side close to the fourth decompression air inlet 524, the decompression valve 222 is closed, the communication between the first decompression air outlet 541 and the fourth decompression air inlet 524 is cut off, the front end face of the decompression movable iron core 224 leaves the rear end face of the decompression static iron core 226, the hollow channel of the decompression static iron core 226 is communicated with the rectangular groove of the decompression movable iron core 224, and the third decompression air inlet 523 is communicated with the fourth decompression air inlet 524 through the hollow channel of the decompression static iron core 226 and the rectangular groove of the decompression movable iron core 224; when the decompression movable iron core 224 is located and moved to the side far away from the decompression valve 222, the rear end face of the decompression movable iron core 224 is away from the opening of the decompression valve groove near the side of the fourth decompression air inlet 524, the decompression valve 222 is opened, the first decompression air outlet 541 and the fourth decompression air inlet 524 are communicated, the front end face of the decompression movable iron core 224 is attached to the rear end face of the decompression static iron core 226 and blocks the opening of the hollow channel of the decompression static iron core 226 near the decompression movable iron core 224, the communication between the rectangular groove of the decompression movable iron core 224 and the hollow channel of the decompression static iron core 226 is disconnected, and the communication between the third decompression air inlet 523 and the fourth decompression air inlet 524 is disconnected.

Compared with the prior art, the beneficial effects of the utility model are that:

the utility model provides a pair of commercial vehicle binary channels ABS rear axle brake module assembly, because the utility model discloses a setting of gas circuits such as various air inlets, gas outlet, gas vent and whole air inlet, the exhaust of giving vent to anger has carried out highly integrated optimization with a relay valve and two ABS solenoid valves, so can effectively reduce spare part quantity, reduce whole car cost and weight, improve assembly efficiency simultaneously. Owing to adopt the utility model discloses can reduce whole car braking system tube coupling, so can effectively reduce the coupling and leak the risk point, improve the gas tightness. Because the utility model discloses a structure allows the inside latus rectum of ABS solenoid valve that sets up bigger, so the utility model discloses can improve whole car braking system response speed.

Drawings

The invention will be further described with reference to the accompanying drawings:

fig. 1 is a schematic structural view of a dual-channel ABS rear axle brake module assembly according to the present invention;

FIG. 2 is a sectional view taken along line A-A of the embodiment shown in FIG. 1, which is a schematic view of the internal structure of the middle valve body of the dual-channel ABS rear axle brake module assembly according to the present invention;

FIG. 3 is a schematic structural view of a pressure maintaining diaphragm mechanism and a pressure reducing diaphragm mechanism of the dual-channel ABS rear axle brake module assembly of the present invention;

FIG. 4 is a sectional view taken along line B-B of the embodiment shown in FIG. 1, which is a schematic structural view of a left ABS solenoid valve of a dual-channel ABS rear axle brake module assembly according to the present invention;

FIG. 5 is a schematic view of the internal structure of the left ABS solenoid valve bottom plate assembly of the dual-channel ABS rear axle brake module assembly of the present invention;

FIG. 6 is a schematic diagram of an external air hole structure of a left ABS solenoid valve assembly of the dual-channel ABS rear axle brake module assembly of the present invention;

FIG. 7 is a schematic structural view of an ABS solenoid valve control end of a dual-channel ABS rear axle brake module assembly of the present invention;

fig. 8 is a schematic perspective view of the dual-channel ABS rear axle brake module assembly of the present invention.

In the figure: 1 is a middle valve body component, 2 is a left ABS electromagnetic valve, 3 is a right ABS electromagnetic valve, and 4 is an exhaust muffler; 11 is an air inlet, 111 is an inner air inlet ring groove, 112 is an outer air inlet ring groove, 113 is an air inlet channel, 121 is a left air outlet, 122 is a right air outlet, and 13 is an air outlet; 14 is a control air port, 141 is a control cavity; 15 is a valve cover, 151 is a guide rod, and 152 is a piston assembly; 16 is a valve body, 161 is a valve seat, 162 is a valve, 163 is a valve return spring, and 164 is a spring seat; 201 is the pressurize solenoid valve, 202 is the decompression solenoid valve, 203 is the bottom plate subassembly, 204 is the connector subassembly, 205 is the casing, 206 is the casing backplate, 211 is the blanking cover, 212 is the pressure retaining valve, 213 is the pressure retaining movable core spring, 214 is the pressure retaining movable core, 215 is the pressure retaining coil winding, 216 is the static iron core of pressure retaining, 221 is the blanking cover, 222 is the decompression valve, 223 is the pressure retaining movable core spring, 224 is the decompression movable core, 225 is the decompression coil winding, 226 is the static iron core of decompression. 231 is a bottom plate, 232 is a special-shaped sealing ring, 233 is a pressure maintaining diaphragm, 234 is a pressure maintaining diaphragm spring, 235 is a pressure reducing diaphragm, 236 is a pressure reducing diaphragm spring, 261 is a connector grounding end, 262 is a pressure maintaining solenoid valve control end, and 263 is a pressure reducing solenoid valve control end; 501 is an air inlet ring groove, 502 is a first air inlet channel, 503 is a second air inlet channel, 504 is an air outlet ring groove, 505 is an air outlet channel, and 506 is an air outlet channel; 511 is a pressure maintaining passage, 512 is a first pressure maintaining air inlet, 513 is a second pressure maintaining air inlet, 514 is a third pressure maintaining air inlet, 515 is a fourth pressure maintaining air inlet, 516 is a fifth pressure maintaining air inlet, 517 is a sixth pressure maintaining air inlet, 518 is a seventh pressure maintaining air inlet, 519 is an eighth pressure maintaining air inlet, and 520 is a pressure maintaining diaphragm action cavity; 521 is a first decompression inlet, 522 is a second decompression inlet, 523 is a third decompression inlet, 524 is a fourth decompression inlet, 525 is a fifth decompression inlet, 526 is a sixth decompression inlet, 527 is a seventh decompression inlet, and 528 is a decompression diaphragm acting cavity; 531 is a first pressure maintaining exhaust port, and 532 is a second pressure maintaining exhaust port; 541 is a first decompression exhaust port, 542 is a second decompression exhaust port, 543 is a third decompression exhaust port, 544 is a pressure maintaining and decompression common exhaust port, and 545 is a pressure maintaining and decompression common exhaust passage.

Detailed Description

The utility model provides a commercial vehicle binary channels ABS rear axle brake module assembly, as shown in figure 1, figure 2, figure 3 and figure 8, including middle valve body component 1 and two ABS solenoid valves with the same structure, two ABS solenoid valves are left side ABS solenoid valve 2 arranged at the left side of middle valve body component 1 and right side ABS solenoid valve 3 arranged at the right side of middle valve body component 1, there is exhaust muffler 4 under middle valve body component 1, air inlet 11 is arranged at the middle part of middle valve body component 1, control gas port 14 for controlling the connection or disconnection of air inlet 11 with left side ABS solenoid valve 2 and right side ABS solenoid valve 3 is arranged at the upper part of middle valve body component 1, left side gas outlet 121 communicated with left side ABS solenoid valve 2 is arranged at the left side of middle valve body component 1, right side gas outlet 122 communicated with right side ABS solenoid valve 3 is arranged at the right side of middle valve body component 1, the lower part of the middle valve body component 1 is provided with an exhaust port 13 communicated with the exhaust muffler 4;

the middle valve body assembly 1 consists of a valve cover 15 and a valve body 16; the valve cover 15 is provided with a valve control mechanism; an inner air inlet ring groove 111 and an outer air inlet ring groove 112 are arranged inside the valve body 16, the inner air inlet ring groove 111 is communicated with the air inlet 11, and the outer air inlet ring groove 112 is respectively communicated with the left ABS electromagnetic valve 2 and the right ABS electromagnetic valve 3; a valve mechanism for controlling the communication between the outer air inlet ring groove 112 and the inner air inlet ring groove 111 or the exhaust port 13 is arranged in the valve body 16, and the movement of the valve mechanism is controlled by the valve control mechanism;

two air inlet ring grooves 501, two groups of air inlet channels, two air outlet ring grooves 504 and two air exhaust channels 505 are arranged in the valve body 16, the two air inlet ring grooves 501 are respectively communicated with the outer air inlet ring groove 112 through the two air inlet channels 113, the two air exhaust channels 505 are both communicated with the air exhaust port 13, and a pressure maintaining diaphragm mechanism for controlling the communication or disconnection of the air inlet ring grooves 501 and the air inlet channels is respectively arranged between the two air inlet ring grooves 501 and each group of air inlet channels; the two groups of air inlet channels are respectively communicated with one air outlet ring groove 504, each air outlet ring groove 504 is communicated with one air outlet channel 505, and each air outlet ring groove 504 is respectively communicated with the left air outlet 121 and the right air outlet 122; a pressure reduction membrane mechanism for controlling the communication or disconnection between each exhaust channel 505 and the corresponding air outlet ring groove 504 is arranged between each exhaust channel 505 and the corresponding air outlet ring groove 504; a pressure maintaining passage for controlling the pressure maintaining diaphragm mechanism is arranged between the outer air inlet ring groove 112 and the pressure maintaining diaphragm mechanism, a pressure maintaining solenoid valve 201 in the ABS solenoid valve is arranged on the pressure maintaining passage and used for controlling the connection or disconnection of the pressure maintaining passage, a pressure reducing passage for controlling the pressure reducing diaphragm mechanism is arranged between the outer air inlet ring groove 112 and the pressure reducing diaphragm mechanism, a pressure reducing solenoid valve 202 in the ABS solenoid valve is arranged on the pressure reducing passage and used for controlling the connection or disconnection of the pressure reducing passage, wherein the pressure maintaining solenoid valve 201 is normally open, the pressure reducing solenoid valve 202 is normally closed, the control air port 14 is connected with an air outlet of an external brake valve, the air inlet 11 is connected with an external air storage cylinder, the left air outlet 121 is connected with an external left brake air chamber, and the right air outlet 122.

The valve control mechanism consists of a guide rod 151, a piston assembly 152 and a control cavity 141 on the valve cover 15, wherein the control cavity 141 is communicated with the control air port 14, and the piston assembly 152 can move up and down along the guide rod 151; the valve mechanism is composed of a valve seat 161, a valve 162, a valve return spring 163 and a spring seat 164, and the valve 162 is tightly attached to the valve seat 161 under the action of the valve return spring 163.

Each group of air inlet channels in the intermediate valve body assembly 1 is formed by communicating a first air inlet channel 502 and a second air inlet channel 503, an air inlet ring groove 501 is communicated with the first air inlet channel 502, and the second air inlet channel 503 is communicated with an air outlet ring groove 504;

as shown in fig. 4, the ABS solenoid valve includes a pressure maintaining solenoid valve 201, a pressure reducing solenoid valve 202, a bottom plate assembly 203, a plug assembly 204 connected to an external ABS controller of the entire vehicle and controlling the pressure maintaining solenoid valve 201 and the pressure reducing solenoid valve 202, and a housing 205; the part of the shell 205 close to one side of the middle valve body is a shell back plate 206, and the plug connector component 204, the pressure maintaining electromagnetic valve 201 and the pressure reducing electromagnetic valve 202 are sealed in the shell 205 together; the housing back plate 206 and the bottom plate assembly 203 are bolted with the intermediate valve body assembly 1, and the bottom plate assembly 203 is positioned between the housing back plate 206 and the intermediate valve body assembly 1;

the pressure maintaining electromagnetic valve 201 is formed by sequentially connecting a pressure maintaining electromagnetic valve plug 211, a pressure maintaining valve 212, a pressure maintaining movable iron core spring 213, a pressure maintaining movable iron core 214, a pressure maintaining coil winding 215 and a pressure maintaining static iron core 216, and the pressure reducing electromagnetic valve 202 is formed by sequentially connecting a pressure reducing electromagnetic valve plug 221, a pressure reducing valve 222, a pressure reducing movable iron core spring 223, a pressure reducing movable iron core 224, a pressure reducing coil winding 225 and a pressure reducing static iron core 226;

as shown in fig. 5, the bottom plate assembly 203 includes a bottom plate 231, a pressure maintaining diaphragm mechanism and a pressure reducing diaphragm mechanism, a plurality of concave shaped grooves are provided on the surface of the housing back plate 206 close to the bottom plate 231, the bottom plate 231 is attached to the housing back plate 206, and a plurality of shaped channels are formed between the shaped grooves and the housing back plate 206;

as shown in fig. 3, the pressure maintaining diaphragm mechanism includes a pressure maintaining diaphragm 233 and a pressure maintaining diaphragm spring 234, the pressure reducing diaphragm mechanism includes a pressure reducing diaphragm 235 and a pressure reducing diaphragm spring 236, and both the pressure maintaining diaphragm 233 and the pressure reducing diaphragm 235 are disposed between the bottom plate 231 and the intermediate valve body assembly 1;

a pressure maintaining diaphragm acting chamber 520 is formed by a cavity between the pressure maintaining diaphragm 233 and the bottom plate 231, and a pressure maintaining diaphragm spring 234 is disposed between the pressure maintaining diaphragm 233 and the bottom plate 231; the cavity between the pressure-reducing diaphragm 235 and the bottom plate 231 forms a pressure-reducing diaphragm acting cavity 528, and the pressure-reducing diaphragm spring 236 is disposed between the pressure-reducing diaphragm 235 and the bottom plate 231; the pressure maintaining membrane 233 is arranged between the air inlet ring groove 501 and the first air inlet channel 502 and used for controlling the communication or disconnection between the air inlet ring groove 501 and the first air inlet channel 502; the pressure reducing membrane 235 is arranged between the exhaust channel 505 and the air outlet ring groove 504 and is used for controlling the communication or disconnection between the exhaust channel 505 and the air outlet ring groove 504;

the pressure maintaining passage comprises a pressure maintaining air inlet passage of the ABS electromagnetic valve and a pressure maintaining air outlet passage of the ABS electromagnetic valve; the pressure reducing passage comprises a pressure reducing air inlet passage of the ABS electromagnetic valve and a pressure reducing air outlet passage of the ABS electromagnetic valve;

as shown in fig. 2 to 6, the pressure maintaining intake passage of the ABS solenoid valve includes a pressure maintaining intake passage 511, a first pressure maintaining intake port 512, a second pressure maintaining intake port 513, a third pressure maintaining intake port 514, a fourth pressure maintaining intake port 515, a fifth pressure maintaining intake port 516, a sixth pressure maintaining intake port 517, a seventh pressure maintaining intake port 518, and an eighth pressure maintaining intake port 519, which are sequentially communicated; the pressure maintaining air inlet channel 511 is communicated with the outer air inlet ring groove 112, the first pressure maintaining air inlet 512 is communicated with the second pressure maintaining air inlet 513 through a special-shaped channel, the seventh pressure maintaining air inlet 518 is communicated with the eighth pressure maintaining air inlet 519 through a special-shaped channel, and the eighth pressure maintaining air inlet 519 is communicated with the pressure maintaining diaphragm action cavity 520;

the decompression intake passage of the ABS solenoid valve includes a first decompression intake port 521, a second decompression intake port 522, a third decompression intake port 523, a fourth decompression intake port 524, a fifth decompression intake port 525, a sixth decompression intake port 526, and a seventh decompression intake port 527 that are communicated in this order; the first decompression inlet port 521 and the first decompression inlet port 512 communicate through a modified passage, the sixth decompression inlet port 526 and the seventh decompression inlet port 527 communicate through a modified passage, and the seventh decompression inlet port 527 communicates with the decompression membrane acting chamber 528;

the pressure maintaining exhaust passage of the ABS electromagnetic valve comprises a first pressure maintaining exhaust port 531, a second pressure maintaining exhaust port 532 and a pressure maintaining and reducing common exhaust port 544 which are communicated in sequence; the second pressure maintaining exhaust port 532 is communicated with the pressure maintaining and reducing common exhaust port 544 through a special-shaped channel;

the decompression exhaust passage of the ABS electromagnetic valve comprises a first decompression exhaust port 541, a second decompression exhaust port 542, a third decompression exhaust port 543 and a pressure-maintaining decompression common exhaust port 544 which are communicated in sequence; the third pressure reducing exhaust port 543 and the pressure maintaining and reducing common exhaust port 544 are communicated through a special-shaped passage, and the pressure maintaining and reducing common exhaust port 544 is communicated with the exhaust port 13 through a pressure maintaining and reducing common exhaust passage 545 inside the intermediate valve body assembly 1;

the pressure maintaining valve 212 controls the connection and disconnection of the fourth pressure maintaining air inlet 515 and the fifth pressure maintaining air inlet 516, and the pressure maintaining movable iron core 214 controls the connection and disconnection of the fifth pressure maintaining air inlet 516 and the first pressure maintaining air outlet 531;

the decompression valve 222 controls the connection and disconnection of the first decompression exhaust port 541 and the fourth decompression inlet port 524, and the decompression plunger 224 controls the connection and disconnection of the fourth decompression inlet port 524 and the third decompression inlet port 523.

Special-shaped sealing rings 232 for sealing reinforcement are arranged in special-shaped channels between the first pressure-maintaining air inlet 512 and the second pressure-maintaining air inlet 513, in special-shaped channels between the seventh pressure-maintaining air inlet 518 and the eighth pressure-maintaining air inlet 519, in a middle special-shaped channel between the first pressure-reducing air inlet 521 and the first pressure-maintaining air inlet 512, in a special-shaped channel between the fifth pressure-reducing air inlet 525 and the sixth pressure-reducing air inlet 526 and in special-shaped channels between the third pressure-reducing air outlet 543 and the pressure-maintaining pressure-reducing common air outlet 544.

As shown in fig. 7, the plug assembly 204 includes a plug ground terminal 261, a holding pressure solenoid valve control terminal 262 connected to the holding pressure coil winding 215 in the holding pressure solenoid valve 201 and controlling the holding pressure solenoid valve 201, and a pressure reducing solenoid valve control terminal 263 connected to the pressure reducing coil winding 225 in the pressure reducing solenoid valve 202 and controlling the pressure reducing solenoid valve 202, and the plug ground terminal 261, the holding pressure solenoid valve control terminal 262, and the pressure reducing solenoid valve control terminal 263 all extend from the inside of the housing 205 to the outside of the housing 205.

As shown in fig. 2 and 3, the intake passage 113, the pressure-maintaining intake passage 511, and the pressure-maintaining pressure-reducing common exhaust passage 545 are provided inside the intermediate valve body assembly 1;

as shown in fig. 4 to 5, the third dwell pressure inlet port 514, the sixth dwell pressure inlet port 517, the second relief inlet port 522, the fifth relief inlet port 525, the second dwell pressure exhaust port 532, and the second relief exhaust port 542 are provided on the outer surface of the housing back plate 206;

a fourth pressure maintaining air inlet 515, a fifth pressure maintaining air inlet 516, a third decompression air inlet 523, a fourth decompression air inlet 524, a first pressure maintaining exhaust port 531 and a first decompression exhaust port 541 are arranged on the inner surface of the housing back plate 206;

the first pressure-maintaining air inlet 512, the second pressure-maintaining air inlet 513, the seventh pressure-maintaining air inlet 518, the eighth pressure-maintaining air inlet 519, the first pressure-reducing air inlet 521, the sixth pressure-reducing air inlet 526, the seventh pressure-reducing air inlet 527, the third pressure-reducing air outlet 543 and the pressure-maintaining pressure-reducing common air outlet 544 are arranged on the bottom plate 231;

the fourth pressure maintaining air inlet 515 and the third pressure maintaining air inlet 514 are two ports of the same through hole in the housing backplate 206, the fifth pressure maintaining air inlet 516 and the sixth pressure maintaining air inlet 517 are two ports of the same through hole in the housing backplate 206, the third pressure reducing air inlet 523 and the second pressure reducing air inlet 522 are two ports of the same through hole in the housing backplate 206, the fourth pressure reducing air inlet 524 and the fifth pressure reducing air inlet 525 are two ports of the same through hole in the housing backplate 206, the first pressure maintaining exhaust port 531 and the second pressure maintaining exhaust port 532 are two ports of the same through hole in the housing backplate 206, and the first pressure reducing exhaust port 541 and the second pressure reducing exhaust port 542 are two ports of the same through hole in the housing backplate 206;

after the housing backplate 206 and the bottom plate assembly 203 are attached and mounted, the third pressure maintaining air inlet 514 and the second pressure maintaining air inlet 513 are opposite and are communicated with each other, the sixth pressure maintaining air inlet 517 and the seventh pressure maintaining air inlet 518 are opposite and are communicated with each other, the second pressure reducing air inlet 522 and the first pressure reducing air inlet 521 are opposite and are communicated with each other, the fifth pressure reducing air inlet 525 and the sixth pressure reducing air inlet 526 are opposite and are communicated with each other, the second pressure maintaining air outlet 532 aligns with and is communicated with a special-shaped channel between the third pressure reducing air outlet 543 and the pressure maintaining pressure reducing common air outlet 544, and the second pressure reducing air outlet 542 and the third pressure reducing air outlet 543 are opposite and are communicated.

As shown in fig. 4, the pressure-maintaining valve 212 is provided with a pressure-maintaining valve groove along the axial direction, the pressure-maintaining valve groove can communicate the fourth pressure-maintaining air inlet 515 with the fifth pressure-maintaining air inlet 516, the outer side of the pressure-maintaining movable iron core 214 is provided with a rectangular groove, the axial line of the pressure-maintaining stationary iron core 216 is provided with a hollow channel, and the hollow channel of the pressure-maintaining stationary iron core 216 is always communicated with the first pressure-maintaining exhaust port 531; when the pressure maintaining movable iron core 214 moves to a side close to the pressure maintaining valve 212, the rear end face of the pressure maintaining movable iron core 214 blocks the opening of the pressure maintaining valve groove close to the side of the fifth pressure maintaining air inlet 516, the pressure maintaining valve 212 is closed, the communication between the fourth pressure maintaining air inlet 515 and the fifth pressure maintaining air inlet 516 is disconnected, the front end face of the pressure maintaining movable iron core 214 leaves the rear end face of the pressure maintaining stationary iron core 216, the hollow channel of the pressure maintaining stationary iron core 216 is communicated with the rectangular groove of the pressure maintaining movable iron core 214, and the fifth pressure maintaining air inlet 516 is communicated with the first pressure maintaining exhaust port 531 through the rectangular groove of the pressure maintaining movable iron core 214 and the hollow channel of the pressure maintaining stationary iron core 216; when the pressure maintaining movable iron core 214 moves to the side far away from the pressure maintaining valve 212, the rear end face of the pressure maintaining movable iron core 214 leaves the opening of the pressure maintaining valve groove near the side of the fifth pressure maintaining air inlet 516, the pressure maintaining valve 212 is opened, the fourth pressure maintaining air inlet 515 is communicated with the fifth pressure maintaining air inlet 516, the rear end face of the pressure maintaining movable iron core 214 is attached to the front end face of the pressure maintaining static iron core 216 and blocks the opening of the hollow channel of the pressure maintaining static iron core 216 near the side of the pressure maintaining movable iron core 214, the communication between the rectangular groove of the pressure maintaining movable iron core 214 and the hollow channel of the pressure maintaining static iron core 216 is disconnected, and the communication between the fifth pressure maintaining air inlet 516 and the first pressure maintaining air outlet 531 is disconnected;

as shown in fig. 4, the pressure reducing valve 222 is provided with a pressure reducing valve groove along the axial direction, the pressure reducing valve groove can communicate the first pressure reducing exhaust port 541 and the fourth pressure reducing intake port 524, the pressure reducing movable iron core 224 is provided with a rectangular groove on the outer side, the axial line of the pressure reducing stationary iron core 226 is provided with a hollow channel, and the hollow channel of the pressure reducing stationary iron core 226 is always communicated with the third pressure reducing intake port 523; when the decompression movable iron core 224 moves to a side close to the decompression valve 222, the rear end face of the decompression movable iron core 224 blocks the opening of the decompression valve groove close to the side of the fourth decompression air inlet 524, the decompression valve 222 is closed, the communication between the first decompression air outlet 541 and the fourth decompression air inlet 524 is cut off, the front end face of the decompression movable iron core 224 leaves the rear end face of the decompression static iron core 226, the hollow channel of the decompression static iron core 226 is communicated with the rectangular groove of the decompression movable iron core 224, and the third decompression air inlet 523 is communicated with the fourth decompression air inlet 524 through the hollow channel of the decompression static iron core 226 and the rectangular groove of the decompression movable iron core 224; when the decompression movable iron core 224 is located and moved to the side far away from the decompression valve 222, the rear end face of the decompression movable iron core 224 is away from the opening of the decompression valve groove near the side of the fourth decompression air inlet 524, the decompression valve 222 is opened, the first decompression air outlet 541 and the fourth decompression air inlet 524 are communicated, the front end face of the decompression movable iron core 224 is attached to the rear end face of the decompression static iron core 226 and blocks the opening of the hollow channel of the decompression static iron core 226 near the decompression movable iron core 224, the communication between the rectangular groove of the decompression movable iron core 224 and the hollow channel of the decompression static iron core 226 is disconnected, and the communication between the third decompression air inlet 523 and the fourth decompression air inlet 524 is disconnected.

In the present embodiment, as shown in fig. 4, the pressure-maintaining solenoid valve 201 is normally open, and the pressure-reducing solenoid valve 202 is normally closed. When the pressure maintaining electromagnetic valve control end 262 is electrified, the pressure maintaining coil winding 215 is electrified and generates an electromagnetic field together with the pressure maintaining stationary iron core 216, so that the pressure maintaining movable iron core 214 moves towards the pressure maintaining stationary iron core 216, the pressure maintaining electromagnetic valve 201 is closed, the pressure maintaining valve 212 is opened, and meanwhile, the communication between the fifth pressure maintaining air inlet 516 and the first pressure maintaining air outlet 531 is disconnected. When the decompression solenoid valve control end 263 is energized, the decompression coil winding 225 is energized to generate an electromagnetic field together with the decompression stationary core 226, and the decompression movable core 224 is moved toward the decompression stationary core 226 to open the decompression solenoid valve 202, and the communication between the third decompression inlet 523 and the fourth decompression inlet 524 is cut off, and the decompression valve 222 is opened. The power on and off of the pressure maintaining electromagnetic valve control end 262 and the pressure reducing electromagnetic valve control end 263 are controlled by the ABS controller of the whole automobile.

In the above embodiment, the working principle is as follows:

in actual use, the control air port 14 of the present embodiment is connected to an air outlet of an external brake valve, the air inlet is connected to an external air reservoir, the left air outlet 121 is connected to an air inlet of an external left brake air chamber, the right air outlet 122 is connected to an air inlet of an external right brake air chamber, and the connector assembly 204 is connected to an ABS controller of an external entire vehicle.

In the normal braking stage, neither the holding pressure solenoid valve control end 262 nor the pressure reducing solenoid valve control end 263 is energized, i.e., neither the holding pressure coil winding 215 nor the pressure reducing coil winding 225 is energized. The pressure-maintaining plunger 214 is pressed against the pressure-maintaining valve 212 by the pressure-maintaining plunger spring 213, the pressure-maintaining valve 212 is closed, the communication between the fourth pressure-maintaining air inlet 515 and the fifth pressure-maintaining air inlet 516 is cut off, and the fifth pressure-maintaining air inlet 516 is communicated with the first pressure-maintaining exhaust port 531. The pressure reducing plunger 224 is pressed against the pressure reducing valve 222 by the pressure reducing plunger 223, and the pressure reducing valve 222 is closed, and at this time, the communication between the first pressure reducing exhaust port 541 and the fourth pressure reducing intake port 524 is interrupted, and the communication between the third pressure reducing intake port 523 and the fourth pressure reducing intake port 524 is interrupted.

When the driver steps on the brake pedal, high-pressure air passes through from the gas outlet of brake valve the utility model discloses a control gas port 14 gets into control chamber 141, makes piston assembly 152 move down along guide bar 151, and the lower part of piston assembly 152 contacts and hugs closely together with valve 162, makes the intercommunication disconnection between outer air inlet ring groove 112 and the gas vent 13, and piston assembly 152 continues to move down, pushes away valve 162, makes outer air inlet ring groove 112 and gas vent 13 disconnection, communicates with interior air inlet ring groove 111. The high-pressure air at the air inlet 11 enters the outer air inlet ring groove 112 through the inner air inlet ring groove 111, and then is divided into two paths of air flows, wherein one path of air flow enters the air inlet ring groove 501 through the air inlet channel 113, and the other path of air flow enters the pressure maintaining path 511. The holding pressure passage 511 communicates with the first holding pressure intake port 512. At this time, the high-pressure gas at the first pressure-retaining gas inlet 512 is divided into two gas flows, wherein one gas flow direction is the first pressure-retaining gas inlet 512, the second pressure-retaining gas inlet 513, the third pressure-retaining gas inlet 514 and the fourth pressure-retaining gas inlet 515, and the high-pressure gas stays at the valve gate of the pressure-retaining valve 212 under the action of the pressure-retaining plunger spring 213 and the pressure-retaining plunger 214. The other flow direction is a first pressure-retaining air inlet 512, a first decompression air inlet 521, a second decompression air inlet 522, a third decompression air inlet 523, a fourth decompression air inlet 524, a fifth decompression air inlet 525, a sixth decompression air inlet 526 and a decompression diaphragm action cavity 527, high-pressure air of the decompression diaphragm action cavity 527 and a decompression diaphragm spring 236 jointly act against a decompression diaphragm 235, and an exhaust channel 505 is closed. Meanwhile, the high-pressure gas in the gas inlet ring groove 501 pushes the pressure maintaining membrane 233 open, enters the first gas inlet channel 502, passes through the second gas inlet channel 503 and the gas outlet ring groove 504, reaches the left gas outlet 121, and finally reaches the brake chamber, so that the vehicle brake is realized.

When a certain pressure is reached in the outer air inlet ring groove 112, the piston assembly 152 reaches a balanced state under the combined action of the air pressure below and the air pressure in the control cavity 141, the valve 162 moves upward and presses on the valve seat 161, at this time, the communication between the outer air inlet ring groove 112 and the inner air inlet ring groove 111 is disconnected, and the air pressure in the outer air inlet ring groove 112 and the brake air chamber is not increased any more and also reaches a balanced state.

And (3) pressure maintaining stage:

in the conventional braking stage, when the ABS controller of the entire vehicle determines according to the detected vehicle state and the preset control strategy that the brake chamber needs to enter the pressure maintaining state, the control end 262 of the pressure maintaining solenoid valve is energized, the control end 263 of the pressure reducing solenoid valve is not energized, i.e., the winding 215 of the pressure maintaining coil is energized, and the winding 225 of the pressure reducing coil is not energized. The pressure-maintaining movable core 214 moves toward the pressure-maintaining stationary core 216, the pressure-maintaining valve 212 opens, the fourth pressure-maintaining air inlet 515 and the fifth pressure-maintaining air inlet 516 communicate with each other at this time, and the communication between the fifth pressure-maintaining air inlet 516 and the first pressure-maintaining air outlet 531 is disconnected. The pressure reducing plunger 224 is pressed against the pressure reducing valve 222 by the pressure reducing plunger 223, and the pressure reducing valve 222 is closed, and at this time, the communication between the first pressure reducing exhaust port 541 and the fourth pressure reducing intake port 524 is interrupted, and the third pressure reducing intake port 523 and the fourth pressure reducing intake port 524 are communicated.

At this time, the high-pressure gas at the fourth pressure maintaining gas inlet 515 enters the fifth pressure maintaining gas inlet 516 through the valve opening of the pressure maintaining valve 212, and the gas flows to the fourth pressure maintaining gas inlet 515, the fifth pressure maintaining gas inlet 516, the sixth pressure maintaining gas inlet 517, the seventh pressure maintaining gas inlet 518, the eighth pressure maintaining gas inlet 519 and the pressure maintaining diaphragm action cavity 520. The high-pressure gas at the pressure-maintaining diaphragm acting chamber 520 cooperates with the pressure-maintaining diaphragm spring 234 to press against the pressure-maintaining diaphragm 233, closing the first intake passage 502. The air flow between the air inlet ring groove 501 and the first air inlet channel 502 is cut off, and the air flow passage from the air inlet 11 to the air outlet 121 is cut off. At this time, the air pressure of the brake chamber is not increased any more, and the brake chamber is in a pressure maintaining state.

And (3) a decompression stage:

and in the pressure maintaining stage, when the ABS controller of the whole automobile judges that the brake chamber needs to be decompressed according to the detected vehicle state and a preset control strategy, the control end 262 of the pressure maintaining electromagnetic valve and the control end 263 of the pressure reducing electromagnetic valve are both electrified, namely the pressure maintaining coil winding 215 and the pressure reducing coil winding 225 are both electrified. The pressure-maintaining movable core 214 moves toward the pressure-maintaining stationary core 216, the pressure-maintaining valve 212 opens, the fourth pressure-maintaining air inlet 515 and the fifth pressure-maintaining air inlet 516 communicate with each other at this time, and the communication between the fifth pressure-maintaining air inlet 516 and the first pressure-maintaining air outlet 531 is disconnected. When the pressure reducing valve 222 is opened by moving the movable core 224 toward the stationary core 226, the first pressure reducing exhaust port 541 communicates with the fourth pressure reducing intake port 524, and the communication between the third pressure reducing intake port 523 and the fourth pressure reducing intake port 524 is interrupted.

At this time, the high-pressure gas at the decompression membrane action cavity 527 flows in the same direction, namely, the decompression membrane action cavity 528, the seventh decompression inlet 527, the sixth decompression inlet 526, the fifth decompression inlet 525, the fourth decompression inlet 524, the first decompression outlet 541, the second decompression outlet 542, the third decompression outlet 543 and the pressure-maintaining and decompression common outlet 544. The pressure-maintaining and pressure-reducing common exhaust port 544 is communicated with the exhaust port 13 through an internal passage of the intermediate valve body assembly 1, and at this time, the high-pressure gas in the pressure-reducing diaphragm action chamber 527 is finally exhausted to the atmosphere through the exhaust port 13 and the muffler 4. The high-pressure gas at the air outlet ring groove 504 pushes the pressure reduction diaphragm 235 open to communicate the air outlet ring groove 504 with the exhaust channel 505, and at this time, the high-pressure gas in the brake air chamber is exhausted into the atmosphere through the left air outlet 121, the air outlet channel 506, the air outlet ring groove 504 and the exhaust channel 505 and finally through the exhaust port 13 and the muffler 4, so that the purpose of reducing the pressure of the brake air chamber is achieved.

A pressurization stage:

and in the pressure reduction stage, when the ABS controller of the whole automobile judges according to the detected vehicle state and a preset control strategy and needs to enable the brake air chamber to enter a pressurization state, the pressure maintaining solenoid valve control end 262 and the pressure reducing solenoid valve control end 263 are not electrified, and the state of the solenoid valves is the same as that in the conventional braking stage.

Since the communication between the first decompression exhaust port 541 and the fourth decompression inlet port 524 is cut off, the third decompression inlet port 523 communicates with the fourth decompression inlet port 524, at this time, the high-pressure gas at the pressure-maintaining inlet passage 511 passes through the first pressure-maintaining inlet port 512, the first decompression inlet port 521, the second decompression inlet port 522, the third decompression inlet port 523, the fourth decompression inlet port 524, the fifth decompression inlet port 525, the sixth decompression inlet port 526, the seventh decompression inlet port 527, the decompression diaphragm acting chamber 528, and the high-pressure gas in the decompression diaphragm acting chamber 528 and the decompression diaphragm spring 236 act together against the decompression diaphragm 235, thereby closing the exhaust passage 505.

Since the communication between the fourth pressure maintaining air inlet 515 and the fifth pressure maintaining air inlet 516 is cut off, the fifth pressure maintaining air inlet 516 is communicated with the first pressure maintaining exhaust port 531, and the flow direction of the high-pressure gas at the pressure maintaining diaphragm action chamber 520 is as follows, at this time, the pressure maintaining diaphragm action chamber 520, the eighth pressure maintaining air inlet 519, the seventh pressure maintaining air inlet 518, the sixth pressure maintaining air inlet 517, the fifth pressure maintaining air inlet 516, the first pressure maintaining exhaust port 531, the second pressure maintaining exhaust port 532 and the pressure maintaining and pressure reducing common exhaust port 544 are formed. The pressure-maintaining and pressure-reducing common exhaust port 544 is communicated with the exhaust port 13 through an internal passage of the intermediate valve body assembly 1, and at this time, the high-pressure gas in the pressure-maintaining diaphragm action chamber 520 is finally exhausted into the atmosphere through the exhaust port 13 and the muffler 4. At this time, the gas flow state inside the left ABS solenoid valve 2 is the same as the above-mentioned conventional braking stage, so as to achieve the purpose of pressurizing the brake chamber.

And (3) a conventional release stage:

in any stage, the state of the electromagnetic valve is the same as that of the conventional braking stage and the pressurization stage.

When the driver lifts the brake pedal, the high-pressure air in the control chamber 141 is exhausted from the brake valve through the control air port 14, the piston assembly 152 moves upward under the action of the high-pressure air on the lower side thereof, the valve 162 is tightly attached to the valve seat 161 under the action of the valve return spring 163, at this time, the communication between the inner air inlet ring groove 111 and the outer air inlet ring groove 112 is disconnected, and the lower part of the piston assembly 152 is separated from the valve 162, so that the outer air inlet ring groove 112 is communicated with the exhaust port 3. The high-pressure gas in the brake air chamber enters the exhaust port 3 through the outer air inlet ring groove and is exhausted into the atmosphere through the silencer 4. The entire braking process is now complete.

Binary channels ABS rear axle brake module assembly, can realize the function of a relay valve and two traditional ABS solenoid valves. Compare with traditional relay valve and ABS solenoid valve, the utility model has the advantages of the integrated level is high, spare part is small in quantity, and weight cost is low, convenient assembling, the leakage risk is little.

Claims

1. A commercial vehicle double-channel ABS rear axle brake module assembly is characterized by comprising a middle valve body component (1) and two ABS electromagnetic valves with the same structure, wherein the two ABS electromagnetic valves with the same structure are a left ABS electromagnetic valve (2) arranged on the left side of the middle valve body component (1) and a right ABS electromagnetic valve (3) arranged on the right side of the middle valve body component (1); an exhaust silencer (4) is installed below the middle valve body assembly (1), an air inlet (11) is arranged in the middle of the middle valve body assembly (1), a control air port (14) used for controlling the air inlet (11) to be communicated or disconnected with the left ABS electromagnetic valve (2) and the right ABS electromagnetic valve (3) is arranged at the upper portion of the middle valve body assembly (1), a left air outlet (121) communicated with the left ABS electromagnetic valve (2) is arranged at the left side of the middle valve body assembly (1), a right air outlet (122) communicated with the right ABS electromagnetic valve (3) is arranged at the right side of the middle valve body assembly (1), and an exhaust port (13) communicated with the exhaust silencer (4) is arranged at the lower portion of the middle valve body assembly (1; the middle valve body assembly (1) consists of a valve cover (15) and a valve body (16); a valve control mechanism is arranged on the valve cover (15); an inner air inlet ring groove (111) and an outer air inlet ring groove (112) are arranged in the valve body (16); the inner air inlet ring groove (111) is communicated with the air inlet (11); the outer air inlet ring groove (112) is respectively communicated with the left ABS electromagnetic valve (2) and the right ABS electromagnetic valve (3); a valve mechanism for controlling the communication between the outer air inlet ring groove (112) and the inner air inlet ring groove (111) or the exhaust port (13) is arranged in the valve body (16), and the movement of the valve mechanism is controlled by the valve control mechanism; two air inlet ring grooves (501), two air inlet channels (113), two air outlet ring grooves (504) and two air outlet channels (505) are arranged in the valve body (16); the two air inlet ring grooves (501) are respectively communicated with the outer air inlet ring groove (112) through two air inlet channels (113), the two exhaust channels (505) are respectively communicated with the exhaust port (13), and a pressure maintaining diaphragm mechanism for controlling the communication or disconnection of the air inlet ring grooves (501) and the air inlet channels (113) is respectively arranged between the two air inlet ring grooves (501) and each group of air inlet channels (113); the two groups of air inlet channels (113) are respectively communicated with an air outlet ring groove (504), each air outlet ring groove (504) is communicated with an air outlet channel (505), and each air outlet ring groove (504) is respectively communicated with a left air outlet (121) and a right air outlet (122); a pressure reduction membrane mechanism for controlling the communication or disconnection between each exhaust channel (505) and the corresponding gas outlet ring groove (504) is arranged between each exhaust channel (505) and the corresponding gas outlet ring groove (504); a pressure maintaining passage for controlling the pressure maintaining diaphragm mechanism is arranged between the outer air inlet ring groove (112) and the pressure maintaining diaphragm mechanism, and a pressure maintaining electromagnetic valve (201) in the ABS electromagnetic valve is arranged on the pressure maintaining passage and used for controlling the communication or disconnection of the pressure maintaining passage; a pressure reducing passage for controlling the pressure reducing diaphragm mechanism is arranged between the outer air inlet ring groove (112) and the pressure reducing diaphragm mechanism, and a pressure reducing solenoid valve (202) in the ABS solenoid valve is arranged on the pressure reducing passage and used for controlling the communication or disconnection of the pressure reducing passage; the pressure maintaining electromagnetic valve (201) is normally open, and the pressure reducing electromagnetic valve (202) is normally closed; the control air port (14) is connected with an air outlet of an external brake valve, the air inlet (11) is connected with an external air reservoir, the left air outlet (121) is connected with an external left brake air chamber, and the right air outlet (122) is connected with an external right brake air chamber.

2. The commercial vehicle dual-channel ABS rear axle brake module assembly according to claim 1, wherein the valve control mechanism is composed of a guide rod (151) on the valve cover (15), a piston assembly (152) and a control chamber (141); wherein the control cavity (141) is communicated with the control air port (14), and the piston assembly (152) moves up and down along the guide rod (151); the valve mechanism consists of a valve seat (161), a valve (162), a valve return spring (163) and a spring seat (164); the valve (162) is tightly attached to the valve seat (161) under the action of a valve return spring (163); the valve return spring (163) is fixed to the spring seat (164).

3. The dual-channel ABS rear axle brake module assembly for commercial vehicles according to claim 1, characterized in that each set of air intake channels (113) in the intermediate valve body assembly (1) is formed by a first air intake channel (502) and a second air intake channel (503) in communication; the air inlet ring groove (501) is communicated with the first air inlet channel (502), and the second air inlet channel (503) is communicated with the air outlet ring groove (504).

4. The commercial vehicle dual-channel ABS rear axle brake module assembly according to claim 2, wherein the ABS solenoid valve further comprises a bottom plate component (203), a plug component (204) connected with an external vehicle ABS controller and controlling the pressure maintaining solenoid valve (201) and the pressure reducing solenoid valve (202), and a housing (205); the part of the shell (205) close to one side of the middle valve body is a shell back plate (206); the connector assembly (204), the pressure maintaining electromagnetic valve (201) and the pressure reducing electromagnetic valve (202) are sealed in the shell (205) together; the bottom plate assembly (203) is positioned between the shell back plate (206) and the middle valve body assembly (1); the shell back plate (206) and the bottom plate assembly (203) are fixedly connected with the middle valve body assembly (1) through bolts; the pressure maintaining electromagnetic valve (201) is formed by sequentially connecting a pressure maintaining electromagnetic valve plug cover (211), a pressure maintaining valve (212), a pressure maintaining movable iron core spring (213), a pressure maintaining movable iron core (214), a pressure maintaining coil winding (215) and a pressure maintaining static iron core (216); the pressure reducing electromagnetic valve (202) is formed by sequentially connecting a pressure reducing electromagnetic valve plug cover (221), a pressure reducing valve (222), a pressure reducing movable iron core spring (223), a pressure reducing movable iron core (224), a pressure reducing coil winding (225) and a pressure reducing static iron core (226); the bottom plate assembly (203) comprises a bottom plate (231), a pressure maintaining diaphragm mechanism and a pressure reducing diaphragm mechanism; a plurality of concave grooves are formed in the surface, close to the shell back plate (206), of the bottom plate (231), the bottom plate (231) is attached to the shell back plate (206), and a plurality of channels are formed between the grooves and the shell back plate (206); the pressure maintaining diaphragm mechanism comprises a pressure maintaining diaphragm (233) and a pressure maintaining diaphragm spring (234); the pressure reducing diaphragm mechanism comprises a pressure reducing diaphragm (235) and a pressure reducing diaphragm spring (236); the pressure maintaining diaphragm (233) and the pressure reducing diaphragm (235) are arranged between the bottom plate (231) and the middle valve body assembly (1); a cavity between the pressure maintaining diaphragm (233) and the bottom plate (231) forms a pressure maintaining diaphragm acting cavity (520), and the pressure maintaining diaphragm spring (234) is arranged between the pressure maintaining diaphragm (233) and the bottom plate (231); a cavity between the decompression diaphragm (235) and the bottom plate (231) forms a decompression diaphragm acting cavity (528), and the decompression diaphragm spring (236) is arranged between the decompression diaphragm (235) and the bottom plate (231); the pressure maintaining membrane (233) is arranged between the air inlet ring groove (501) and the first air inlet channel (502) and used for controlling the connection or disconnection of the air inlet ring groove (501) and the first air inlet channel (502); the pressure reduction membrane (235) is arranged between the exhaust channel (505) and the air outlet ring groove (504) and is used for controlling the communication or disconnection of the exhaust channel (505) and the air outlet ring groove (504); the pressure maintaining passage comprises a pressure maintaining air inlet passage of the ABS electromagnetic valve and a pressure maintaining air outlet passage of the ABS electromagnetic valve; the pressure reducing passage comprises a pressure reducing air inlet passage of the ABS electromagnetic valve and a pressure reducing air outlet passage of the ABS electromagnetic valve; the pressure maintaining air inlet passage of the ABS electromagnetic valve comprises a pressure maintaining air inlet channel (511), a first pressure maintaining air inlet (512), a second pressure maintaining air inlet (513), a third pressure maintaining air inlet (514), a fourth pressure maintaining air inlet (515), a fifth pressure maintaining air inlet (516), a sixth pressure maintaining air inlet (517), a seventh pressure maintaining air inlet (518) and an eighth pressure maintaining air inlet (519) which are communicated in sequence; the pressure maintaining air inlet channel (511) is communicated with the outer air inlet ring groove (112), the first pressure maintaining air inlet (512) is communicated with the second pressure maintaining air inlet (513) through a channel, the seventh pressure maintaining air inlet (518) is communicated with the eighth pressure maintaining air inlet (519) through a channel, and the eighth pressure maintaining air inlet (519) is communicated with the pressure maintaining membrane acting cavity (520); the decompression air inlet passage of the ABS solenoid valve comprises a first decompression air inlet (521), a second decompression air inlet (522), a third decompression air inlet (523), a fourth decompression air inlet (524), a fifth decompression air inlet (525), a sixth decompression air inlet (526) and a seventh decompression air inlet (527) which are communicated in sequence; the first decompression inlet port (521) and the first pressure-maintaining inlet port (512) are communicated through a passage, the sixth decompression inlet port (526) and the seventh decompression inlet port (527) are communicated through a passage, and the seventh decompression inlet port (527) is communicated with the decompression diaphragm acting chamber (528); the pressure maintaining exhaust passage of the ABS electromagnetic valve comprises a first pressure maintaining exhaust port (531), a second pressure maintaining exhaust port (532) and a pressure maintaining and reducing common exhaust port (544), which are communicated in sequence; the second pressure maintaining exhaust port (532) and the pressure maintaining and pressure reducing common exhaust port (544) are communicated through a passage; the decompression exhaust passage of the ABS electromagnetic valve comprises a first decompression exhaust port (541), a second decompression exhaust port (542), a third decompression exhaust port (543) and a pressure maintaining decompression common exhaust port (544), which are communicated in sequence; the third decompression exhaust port (543) is communicated with the pressure maintaining and decompression common exhaust port (544) through a channel, and the pressure maintaining and decompression common exhaust port (544) is communicated with the exhaust port (13) through a pressure maintaining and decompression common exhaust channel (545) in the middle valve body assembly (1); the pressure maintaining valve (212) controls the connection and disconnection of the fourth pressure maintaining air inlet (515) and the fifth pressure maintaining air inlet (516); the pressure maintaining movable iron core (214) controls the connection and disconnection of the fifth pressure maintaining air inlet (516) and the first pressure maintaining air outlet (531); the decompression valve (222) controls the connection and disconnection of the first decompression exhaust port (541) and the fourth decompression air inlet port (524); the decompression movable iron core (224) controls the connection and disconnection of the fourth decompression air inlet (524) and the third decompression air inlet (523).

5. A commercial vehicle dual-channel ABS rear axle brake module assembly according to claim 2, characterized in that sealing rings (232) for sealing reinforcement are provided in the channel between the first and second hold pressure intake ports (512, 513), in the channel between the seventh and eighth hold pressure intake ports (518, 519), in the channel between the first and first relief intake ports (521, 512), in the channel between the fifth and sixth relief intake ports (525, 526) and in the channel between the third relief exhaust port (543) and the hold pressure relief common exhaust port (544).

6. The commercial vehicle dual-channel ABS rear axle brake module assembly according to claim 4, wherein the plug assembly (204) comprises a plug grounding end (261), a holding pressure solenoid valve control end (262) connected with a holding pressure coil winding (215) in the holding pressure solenoid valve (201) and controlling the holding pressure solenoid valve (201), and a pressure reducing solenoid valve control end (263) connected with a pressure reducing coil winding (225) in the pressure reducing solenoid valve (202) and controlling the pressure reducing solenoid valve (202); the connector grounding end (261), the pressure maintaining electromagnetic valve control end (262) and the pressure reducing electromagnetic valve control end (263) all extend out of the shell (205) from the inside of the shell (205).

7. The commercial vehicle dual-channel ABS rear axle brake module assembly according to claim 4, characterized in that the inlet channel (113), the pressure maintaining inlet channel (511) and the pressure maintaining and pressure reducing common exhaust channel (545) are arranged inside the middle valve body component (1); the third pressure maintaining air inlet (514), the sixth pressure maintaining air inlet (517), the second pressure reducing air inlet (522), the fifth pressure reducing air inlet (525), the second pressure maintaining air outlet (532) and the second pressure reducing air outlet (542) are arranged on the outer surface of the shell back plate (206); the fourth pressure maintaining air inlet (515), the fifth pressure maintaining air inlet (516), the third pressure reducing air inlet (523), the fourth pressure reducing air inlet (524), the first pressure maintaining exhaust air outlet (531) and the first pressure reducing exhaust air outlet (541) are arranged on the inner surface of the shell back plate (206); the first pressure-maintaining air inlet (512), the second pressure-maintaining air inlet (513), the seventh pressure-maintaining air inlet (518), the eighth pressure-maintaining air inlet (519), the first pressure-reducing air inlet (521), the sixth pressure-reducing air inlet (526), the seventh pressure-reducing air inlet (527), the third pressure-reducing air outlet (543) and the pressure-maintaining pressure-reducing common air outlet (544) are arranged on the bottom plate (231); the fourth pressure maintaining air inlet (515) and the third pressure maintaining air inlet (514) are two ports of the same through hole in the shell back plate (206), the fifth pressure maintaining air inlet (516) and the sixth pressure maintaining air inlet (517) are two ports of the same through hole in the shell back plate (206), the third pressure reducing air inlet (523) and the second pressure reducing air inlet (522) are two ports of the same through hole in the shell back plate (206), the fourth pressure reducing air inlet (524) and the fifth pressure reducing air inlet (525) are two ports of the same through hole in the shell back plate (206), the first pressure maintaining exhaust port (531) and the second pressure maintaining exhaust port (532) are two ports of the same through hole in the shell back plate (206), and the first pressure reducing exhaust port (541) and the second pressure reducing exhaust port (542) are two ports of the same through hole in the shell back plate (206); after the shell back plate (206) and the bottom plate assembly (203) are attached and mounted, the third pressure maintaining air inlet (514) and the second pressure maintaining air inlet (513) are opposite and communicated with each other, the sixth pressure maintaining air inlet (517) and the seventh pressure maintaining air inlet (518) are opposite and communicated with each other, the second pressure reducing air inlet (522) and the first pressure reducing air inlet (521) are opposite and communicated with each other, the fifth pressure reducing air inlet (525) and the sixth pressure reducing air inlet (526) are opposite and communicated with each other, the second pressure maintaining air outlet (532) is aligned with a channel between the third pressure reducing air outlet (543) and the pressure maintaining pressure reducing common air outlet (544) and communicated with the channel, and the second pressure reducing air outlet (542) and the third pressure reducing air outlet (543) are opposite and communicated with each other.

8. The commercial vehicle dual-channel ABS rear axle brake module assembly as recited in claim 4, wherein the pressure maintaining valve (212) is provided with a pressure maintaining valve groove along an axial direction, and the pressure maintaining valve groove can communicate the fourth pressure maintaining air inlet (515) and the fifth pressure maintaining air inlet (516); a rectangular groove is formed in the outer side of the pressure maintaining movable iron core (214); a hollow channel is arranged on the axis of the pressure maintaining static iron core (216); the hollow channel of the pressure maintaining static iron core (216) is always communicated with the first pressure maintaining exhaust port (531); when the pressure maintaining movable iron core (214) moves to one side close to the pressure maintaining valve (212), the rear end face of the pressure maintaining movable iron core (214) blocks an opening of a pressure maintaining valve groove at one side close to a fifth pressure maintaining air inlet (516), the pressure maintaining valve (212) is closed, the communication between a fourth pressure maintaining air inlet (515) and the fifth pressure maintaining air inlet (516) is disconnected, the front end face of the pressure maintaining movable iron core (214) leaves the rear end face of the pressure maintaining stationary iron core (216), a hollow channel of the pressure maintaining stationary iron core (216) is communicated with a rectangular groove of the pressure maintaining movable iron core (214), and the fifth pressure maintaining air inlet (516) is communicated with a first pressure maintaining air outlet (531) through the rectangular groove of the pressure maintaining movable iron core (214) and the hollow channel of the stationary iron core (216); when the pressure maintaining movable iron core (214) moves to the side far away from the pressure maintaining valve (212), the rear end face of the pressure maintaining movable iron core (214) leaves the opening of the pressure maintaining valve groove close to one side of a fifth pressure maintaining air inlet (516), the pressure maintaining valve (212) is opened, a fourth pressure maintaining air inlet (515) is communicated with the fifth pressure maintaining air inlet (516), the rear end face of the pressure maintaining movable iron core (214) is attached to the front end face of the pressure maintaining static iron core (216) and blocks the opening of the hollow channel of the pressure maintaining static iron core (216) close to one side of the pressure maintaining movable iron core (214), the communication between the rectangular groove of the pressure maintaining movable iron core (214) and the hollow channel of the pressure maintaining static iron core (216) is disconnected, and the communication between the fifth pressure maintaining air inlet (516) and a first pressure maintaining air outlet (531) is disconnected; the decompression valve (222) is provided with a decompression valve groove which can communicate the first decompression exhaust port (541) with the fourth decompression air inlet port (524) along the axial direction, the outer side of the decompression movable iron core (224) is provided with a rectangular groove, the axial line of the decompression static iron core (226) is provided with a hollow channel, and the hollow channel of the decompression static iron core (226) is always communicated with the third decompression air inlet port (523); when the decompression movable iron core (224) moves to a side close to the decompression valve (222), the rear end face of the decompression movable iron core (224) blocks an opening of a decompression valve groove close to a side close to the fourth decompression air inlet (524), the decompression valve (222) is closed, the communication between the first decompression air outlet (541) and the fourth decompression air inlet (524) is cut off, the front end face of the decompression movable iron core (224) leaves the rear end face of the decompression static iron core (226), the hollow channel of the decompression static iron core (226) is communicated with the rectangular groove of the decompression movable iron core (224), and the third decompression air inlet (523) is communicated with the fourth decompression air inlet (524) through the hollow channel of the decompression static iron core (226) and the rectangular groove of the decompression movable iron core (224); when the decompression movable iron core (224) is located on the side far away from the decompression valve (222), the rear end face of the decompression movable iron core (224) is away from the opening on the side of the decompression valve groove close to the fourth decompression air inlet (524), the decompression valve (222) is opened, the first decompression air outlet (541) and the fourth decompression air inlet (524) are communicated, the front end face of the decompression movable iron core (224) is attached to the rear end face of the decompression static iron core (226) and blocks the opening on the side of the hollow channel of the decompression static iron core (226) close to the decompression movable iron core (224), the communication between the rectangular groove of the decompression movable iron core (224) and the hollow channel of the decompression static iron core (226) is disconnected, and the communication between the third decompression air inlet (523) and the fourth decompression air inlet (524) is disconnected.