CN212980172U - Self-control type two-stage adjusting relay valve - Google Patents
Self-control type two-stage adjusting relay valve Download PDFInfo
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- CN212980172U CN212980172U CN202021855173.9U CN202021855173U CN212980172U CN 212980172 U CN212980172 U CN 212980172U CN 202021855173 U CN202021855173 U CN 202021855173U CN 212980172 U CN212980172 U CN 212980172U
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Abstract
The utility model discloses a relay valve is adjusted to automatic control formula two-stage, including total valve body, main relay mechanism and supplementary relay mechanism all embed in total valve body. The main relay mechanism comprises a main valve body, a large piston, a small piston and a main valve core, and a main channel is arranged in the main valve body. The air inlet port of the main channel can be connected with the air storage cylinder, and the air outlet port of the main channel can be connected with the brake air chamber. The main valve body is internally provided with a step piston cavity, and the large piston and the small piston are both arranged in the step piston cavity and respectively and independently control the main valve core. The stepped piston cavity may be connected to a foot valve through a first control port. The air outlet port of the main channel can be communicated with the stepped piston cavity through the auxiliary relay mechanism and the second control port. The utility model discloses rational in infrastructure, to different braking situations, the different braking force of output, but the higher atmospheric pressure of main relay mechanism secondary output provides great braking power, and braking distance is short, realizes quick effective braking, and the braking security is higher.
Description
Technical Field
The utility model relates to an automobile brake control technical field, concretely relates to relay valve is adjusted to automatic control formula two-stage.
Background
The conventional automobile adopts a common relay valve, an air storage cylinder is controlled to supply air to a brake air chamber, the common relay valve is of a single-piston structure, and a piston rod drives a valve core of the common relay valve to be opened and closed to supply brake air pressure to the brake air chamber. Specifically, the foot valve is opened after the brake pedal is stepped on, the valve core is driven by the single piston to move, the valve port of the common relay valve is opened, the driving force of the single piston is limited, the valve port cannot be enlarged any more after being opened to a certain degree, the braking force obtained by the automobile in a braking state is limited, and the braking requirement can be met under the condition that the automobile is in no-load. The inertia force of the automobile is large under the condition of heavy load, and the braking force provided by the braking air pressure output by the common relay valve with the single-piston structure is insufficient, so that the problems of long braking distance, low braking speed and low safety performance are caused. Therefore, further improvements are needed in the art.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the problems of the prior art, the utility model provides a brake under the heavy load condition of a car, which is characterized in that the brake force provided by a common relay valve is limited, the brake distance is long, the brake speed is slow and the safety performance is low.
In order to solve the technical problem, the utility model discloses the technical scheme who adopts is:
the self-control type two-stage regulation relay valve comprises a main valve body, a main relay mechanism and an auxiliary relay mechanism, wherein the main relay mechanism and the auxiliary relay mechanism are embedded in the main valve body.
The main relay mechanism comprises a main valve body, a large piston, a small piston and a main valve core, and a main channel is arranged in the main valve body.
The air inlet port of the main channel can be connected with the air storage cylinder, the air outlet port of the main channel can be connected with the brake chamber, and the main valve core is movably arranged in the main valve body.
The main valve body is internally provided with a step piston cavity, and the large piston and the small piston are both arranged in the step piston cavity and respectively and independently control the main valve core.
The main valve body has a first control port and a second control port, and the stepped piston chamber is connectable to the foot valve through the first control port.
The air outlet port of the main channel can be communicated with the stepped piston cavity through the auxiliary relay mechanism and the second control port.
Furthermore, a main air inlet channel and a main air outlet channel are arranged in the main valve body, one end of the main air inlet channel can be connected with the air storage cylinder, and the other end of the main air inlet channel is communicated with an air inlet port of the main channel.
One end of the main air outlet channel is communicated with an air outlet port of the main channel, and the other end of the main air outlet channel can be connected with a brake chamber.
Further, the main valve body has an exhaust port therein communicating with the main passage therein.
The main valve body is internally provided with a main exhaust channel, one end of the main exhaust channel is communicated with an exhaust port of the main valve body, and the other end of the main exhaust channel is communicated with the outside.
Further, an auxiliary air inlet channel, a first air inlet control channel and a second air inlet control channel are arranged in the main valve body.
One end of the first air inlet control channel is connected and communicated with the first control port of the main valve body, and the other end of the first air inlet control channel can be connected and communicated with the foot valve.
One end of the auxiliary air inlet channel is communicated with the main air outlet channel, and the other end of the auxiliary air inlet channel is communicated with one end of the auxiliary relay mechanism.
One end of the second air inlet control channel is connected and communicated with the second control port of the main valve body, and the other end of the second air inlet control channel is connected and communicated with the other end of the auxiliary relay mechanism.
Further, a stepped piston cavity is located on one side of the main passage.
The small piston and the large piston are sequentially arranged in the stepped piston cavity along the direction far from and near the main channel, and the small piston is positioned on one side of the large piston, which deviates from the main channel.
The large piston rod and the small piston rod are respectively arranged on the large piston and the small piston, and the large piston rod is of a cavity structure.
One end of the small piston rod is arranged in the large piston rod and is in sliding sealing fit with the large piston rod.
Further, the first control port is located on a side of the small piston facing away from the large piston, and the second control port is located between the small piston and the large piston.
Furthermore, the auxiliary relay mechanism comprises an auxiliary valve body and an auxiliary valve core, an auxiliary channel is arranged in the auxiliary valve body, and the auxiliary valve core is movably arranged in the auxiliary valve body.
And the auxiliary valve body is provided with a third control port, and the third control port is communicated with the main air outlet channel through a third air inlet control channel positioned in the main valve body.
And the air inlet port of the auxiliary channel is communicated with the auxiliary air inlet channel, and the air outlet port of the auxiliary channel is communicated with the second air inlet control channel.
And the exhaust port of the auxiliary valve body is communicated with the main exhaust channel through an auxiliary exhaust channel in the main valve body.
Furthermore, the auxiliary relay mechanism comprises an electromagnetic valve, an air inlet of the electromagnetic valve is communicated with the auxiliary air inlet channel, and an air outlet of the electromagnetic valve is communicated with the second air inlet control channel.
And a pressure sensor is arranged on an air outlet port of the main channel and is in communication connection with a signal end of the electromagnetic valve through an ECU.
Further, the electromagnetic valve is a normally closed two-position three-way electromagnetic valve.
By adopting the technical scheme, the utility model discloses a beneficial technological effect is: the utility model discloses it is rational in infrastructure, to different braking situations, the braking force of output difference satisfies the braking demand under the vehicle heavy load condition, but the higher atmospheric pressure of secondary output of main relay mechanism provides great braking power, and braking distance is short, realizes quick effective braking, and the braking security is higher.
Drawings
Fig. 1 is a block diagram of an implementation of the self-controlled two-stage regulating relay valve according to the present invention.
Fig. 2 is a block diagram of another implementation manner of the self-controlled two-stage regulating relay valve of the present invention.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings:
embodiment 1, with reference to fig. 1, a self-controlled two-stage regulating relay valve includes a main valve body 1, a main relay mechanism and an auxiliary relay mechanism, where the main relay mechanism and the auxiliary relay mechanism are embedded in the main valve body 1. The main relay mechanism comprises a main valve body 2, a large piston, a small piston and a main valve core, and a main channel is arranged in the main valve body 2. The inlet port 21 of the main channel can be connected with the air reservoir, the outlet port 22 of the main channel can be connected with the brake chamber, and the main valve core is movably arranged in the main valve body 2.
The main valve body 1 is internally provided with a main air inlet channel 11 and a main air outlet channel 12, one end of the main air inlet channel 11 can be connected with an air storage cylinder, and the other end of the main air inlet channel is connected and communicated with an air inlet port 21 of the main channel. One end of the main air outlet channel 12 is connected and communicated with an air outlet port 22 of the main channel, and the other end can be connected with a brake chamber.
The main valve body 2 has an exhaust port 23 communicating with the main passage inside it. The main valve body 1 is internally provided with a main exhaust channel 13, one end of the main exhaust channel 13 is connected and communicated with an exhaust port 23 of the main valve body 2, and the other end of the main exhaust channel 13 is communicated with the outside.
The main valve body 2 is internally provided with a step piston cavity, and the large piston and the small piston are both arranged in the step piston cavity and respectively control the main valve core independently. The main valve body 2 has a first control port 24 and a second control port 25, and the stepped piston chamber is connectable to a foot valve via the first control port 24. The outlet port 22 of the main channel can be communicated with the stepped piston cavity through the auxiliary relay mechanism and the second control port 25.
The stepped piston cavity is located to one side of the main passage. The small piston and the large piston are sequentially arranged in the stepped piston cavity along the direction far from and near the main channel, and the small piston is positioned on one side of the large piston, which deviates from the main channel. The large piston rod and the small piston rod are respectively arranged on the large piston and the small piston, and the large piston rod is of a cavity structure. One end of the small piston rod is arranged in the large piston rod and is in sliding sealing fit with the large piston rod. The large piston rod and the small piston rod can act on the main valve core respectively to independently control the opening and closing of the valve port of the main channel.
The first control port 24 is located on the side of the small piston facing away from the large piston and the second control port 25 is located between the small piston and the large piston.
The main valve body 1 has therein an auxiliary intake passage 14, a first intake control passage 15, and a second intake control passage 16. One end of the first inlet control passage 15 is connected to and communicates with the first control port 24 of the main valve body 2, and the other end is connectable to and communicates with the foot valve. One end of the auxiliary air inlet channel 14 is communicated with the main air outlet channel 12, and the other end is communicated with one end of the auxiliary relay mechanism. One end of the second intake control passage 16 is connected to and communicated with the second control port 25 of the main valve body 2, and the other end is connected to and communicated with the other end of the auxiliary relay mechanism.
The auxiliary relay mechanism comprises an auxiliary valve body 3 and an auxiliary valve core, an auxiliary channel is arranged in the auxiliary valve body 3, and the auxiliary valve core is movably arranged inside the auxiliary valve body 3. The inlet port 31 of the auxiliary channel is connected and communicated with the auxiliary inlet channel 14, and the outlet port 32 of the auxiliary channel is connected and communicated with the second inlet control channel 16. The exhaust port 33 of the auxiliary valve body 3 communicates with the main exhaust passage 13 through the auxiliary exhaust passage 17 provided in the main valve body 1.
The auxiliary valve body 3 is provided with a third control port 34, and the third control port 34 is communicated with the main air outlet channel 12 through a third air inlet control channel 18 positioned in the main valve body 1.
The working principle and application of the embodiment 1 are as follows: when the vehicle is in an idle state, the air inlet end of the foot valve is connected with the air storage cylinder, after the brake pedal is stepped on, the valve port of the foot valve is opened, air is supplied into the stepped piston cavity through the first control port 24, and the small piston rod are driven to move towards the main valve core. The small piston rod is contacted with the main valve core and drives the main valve core to move, at the moment that the small piston rod is contacted with the main valve core, the air outlet port 22 of the main channel is sealed with the exhaust port 23 communicated with the main channel, the air inlet port 21 of the main channel is communicated with the air outlet port 22 of the main channel, and the air storage cylinder supplies low-pressure air to the brake chamber through the main relay mechanism. At this time, the air pressure of the main air outlet channel 12 is smaller than the opening air pressure (3bar or a designed value) of the auxiliary relay mechanism, the auxiliary valve core of the auxiliary relay mechanism keeps a closed state, the air inlet port 31 of the auxiliary channel is not communicated with the air outlet port 32 of the auxiliary channel, and low-pressure braking is performed on the air-carrying vehicle.
Under heavy load conditions, the brake air chamber needs larger brake air pressure during braking. When the brake pedal is continuously stepped on, the air pressure of the main air outlet channel 12 rises and reaches or exceeds the opening air pressure of the auxiliary relay mechanism, the air inlet port 31 of the auxiliary channel of the auxiliary valve body 3 is communicated with the air outlet port 32 of the auxiliary channel, high-pressure air in the main air outlet channel 12 enters the stepped piston cavity through the auxiliary air inlet channel 14, the air inlet port 31 of the auxiliary channel, the air outlet port 32 of the auxiliary channel, the second air inlet control channel 16 and the second control port 25, the large piston is in contact with the main valve core and further drives the main valve core to move, the large piston rod applies larger thrust to the main valve core, the air outlet port 22 of the main channel supplies higher brake air pressure to the brake air chamber through the main air outlet channel 12, and the vehicle under the heavy load working condition is effectively and rapidly braked.
The main valve body 1 is internally provided with a main air inlet channel 11 and a main air outlet channel 12, one end of the main air inlet channel 11 can be connected with an air storage cylinder, and the other end of the main air inlet channel is connected and communicated with an air inlet port 21 of the main channel. One end of the main air outlet channel 12 is connected and communicated with an air outlet port 22 of the main channel, and the other end can be connected with a brake chamber.
The main valve body 2 has an exhaust port 23 communicating with the main passage inside it. The main valve body 1 is internally provided with a main exhaust channel 13, one end of the main exhaust channel 13 is connected and communicated with an exhaust port 23 of the main valve body 2, and the other end of the main exhaust channel 13 is communicated with the outside.
The main valve body 2 is internally provided with a step piston cavity, and the large piston and the small piston are both arranged in the step piston cavity and respectively control the main valve core independently. The main valve body 2 has a first control port 24 and a second control port 25, and the stepped piston chamber is connectable to a foot valve via the first control port 24. The outlet port 22 of the main channel can be communicated with the stepped piston cavity through the auxiliary relay mechanism and the second control port 25.
The stepped piston cavity is located to one side of the main passage. The small piston and the large piston are sequentially arranged in the stepped piston cavity along the direction far from and near the main channel, and the small piston is positioned on one side of the large piston, which deviates from the main channel. The large piston rod and the small piston rod are respectively arranged on the large piston and the small piston, and the large piston rod is of a cavity structure. One end of the small piston rod is arranged in the large piston rod and is in sliding sealing fit with the large piston rod. The large piston rod and the small piston rod can act on the main valve core respectively to independently control the opening and closing of the valve port of the main channel.
The first control port 24 is located on the side of the small piston facing away from the large piston and the second control port 25 is located between the small piston and the large piston.
The main valve body 1 has therein an auxiliary intake passage 14, a first intake control passage 15, and a second intake control passage 16. One end of the first inlet control passage 15 is connected to and communicates with the first control port 24 of the main valve body 2, and the other end is connectable to and communicates with the foot valve. One end of the auxiliary air inlet channel 14 is communicated with the main air outlet channel 12, and the other end is communicated with one end of the auxiliary relay mechanism. One end of the second intake control passage 16 is connected to and communicated with the second control port 25 of the main valve body 2, and the other end is connected to and communicated with the other end of the auxiliary relay mechanism.
The auxiliary relay mechanism comprises an electromagnetic valve 4, and the electromagnetic valve 4 is a normally closed two-position three-way electromagnetic valve. The inlet port 41 of the solenoid valve is connected to the auxiliary inlet passage 14, and the outlet port 42 of the solenoid valve is connected to the second inlet control passage 16. And a pressure sensor 5 is arranged on the air outlet port 22 of the main channel, and the pressure sensor 5 is in communication connection with the signal end of the electromagnetic valve through the ECU.
The working principle and application of the embodiment 2 are as follows: under the condition of no load of the vehicle, the braking mode and the braking process are completely the same as those of the embodiment 1. The difference is in the manner and process of braking the vehicle under heavy load conditions.
Under heavy load conditions, the brake chamber also requires greater brake air pressure during braking. When the brake pedal is continuously pressed down, the air pressure of the main air outlet channel 12 is increased, and when the pressure sensor 5 detects that the air pressure output by the air outlet port 22 of the main channel reaches or exceeds the opening air pressure of the electromagnetic valve 4, the pressure sensor 5 sends a signal to the ECU of the vehicle. The ECU sends an instruction to the signal end of the electromagnetic valve to control the opening of the valve port of the electromagnetic valve, the air outlet 42 of the electromagnetic valve is communicated with the air inlet 41 thereof, and the air pressure of the main air outlet channel 12 enters the stepped piston cavity through the electromagnetic valve 4 and the second control port 25. The big piston contacts with the main valve core and further drives the main valve core to move, the big piston rod applies larger thrust to the main valve core, the air outlet port 22 of the main channel supplies higher brake air pressure to the brake chamber through the main air outlet channel 12, and the vehicle under the heavy load working condition is effectively and rapidly braked.
The parts not mentioned in the utility model can be realized by adopting or using the prior art for reference.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Of course, the above description is not intended to limit the present invention, and the present invention is not limited to the above examples, and the changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also belong to the protection scope of the present invention.
Claims (9)
1. A self-control two-stage regulation relay valve comprises a main valve body, a main relay mechanism and an auxiliary relay mechanism, and is characterized in that the main relay mechanism and the auxiliary relay mechanism are embedded in the main valve body;
the main relay mechanism comprises a main valve body, a large piston, a small piston and a main valve core, and a main channel is arranged in the main valve body;
the air inlet port of the main channel can be connected with the air storage cylinder, the air outlet port of the main channel can be connected with the brake chamber, and the main valve core is movably arranged in the main valve body;
a step piston cavity is arranged in the main valve body, and the large piston and the small piston are both arranged in the step piston cavity and respectively control the main valve core independently;
the main valve body is provided with a first control port and a second control port, and the stepped piston cavity can be connected with the foot valve through the first control port;
the air outlet port of the main channel can be communicated with the stepped piston cavity through the auxiliary relay mechanism and the second control port.
2. The self-regulating two-stage regulating relay valve as claimed in claim 1, wherein the main valve body has a main inlet passage and a main outlet passage, one end of the main inlet passage is connectable to the air reservoir, and the other end is connected to and communicated with the inlet port of the main passage;
one end of the main air outlet channel is communicated with an air outlet port of the main channel, and the other end of the main air outlet channel can be connected with a brake chamber.
3. An autonomous two-stage modulating relay valve as claimed in claim 2 wherein the main valve body has an exhaust port communicating with the main passage therein;
the main valve body is internally provided with a main exhaust channel, one end of the main exhaust channel is communicated with an exhaust port of the main valve body, and the other end of the main exhaust channel is communicated with the outside.
4. An autonomous two-stage modulating relay valve as defined in claim 3 wherein the main valve body has an auxiliary inlet passage, a first inlet control passage and a second inlet control passage;
one end of the first air inlet control channel is communicated with the first control port of the main valve body, and the other end of the first air inlet control channel can be communicated with the foot valve;
one end of the auxiliary air inlet channel is communicated with the main air outlet channel, and the other end of the auxiliary air inlet channel is communicated with one end of the auxiliary relay mechanism;
one end of the second air inlet control channel is connected and communicated with the second control port of the main valve body, and the other end of the second air inlet control channel is connected and communicated with the other end of the auxiliary relay mechanism.
5. An autonomous two-stage modulating relay valve as claimed in claim 1 wherein the stepped piston chamber is located to one side of the main passage;
the small piston and the large piston are sequentially arranged in the stepped piston cavity along the direction far from and near the main channel, and the small piston is positioned on one side of the large piston, which is far away from the main channel;
the large piston rod and the small piston rod are respectively arranged on the large piston and the small piston, and the large piston rod is of a cavity structure;
one end of the small piston rod is arranged in the large piston rod and is in sliding sealing fit with the large piston rod.
6. An autonomous two-stage modulating relay valve as defined in claim 5 wherein the first control port is located on the side of the small piston facing away from the large piston and the second control port is located between the small piston and the large piston.
7. An autonomous two-stage modulating relay valve as defined in claim 4 wherein the auxiliary relay mechanism includes an auxiliary valve body, an auxiliary spool, the auxiliary valve body having an auxiliary passage therein, the auxiliary spool being movably disposed within the auxiliary valve body;
the auxiliary valve body is provided with a third control port, and the third control port is communicated with the main gas outlet channel through a third gas inlet control channel positioned in the main valve body;
the air inlet port of the auxiliary channel is communicated with the auxiliary air inlet channel, and the air outlet port of the auxiliary channel is communicated with the second air inlet control channel;
and the exhaust port of the auxiliary valve body is communicated with the main exhaust channel through an auxiliary exhaust channel in the main valve body.
8. An autonomous two-stage modulating relay valve as defined in claim 4 wherein the auxiliary relay mechanism includes a solenoid valve having an inlet port communicating with the auxiliary inlet passage and an outlet port communicating with the second inlet control passage;
and a pressure sensor is arranged on an air outlet port of the main channel and is in communication connection with a signal end of the electromagnetic valve through an ECU.
9. An autonomous two-stage modulating relay valve as defined in claim 8 wherein the solenoid valve is a normally closed two-position three-way solenoid valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021855173.9U CN212980172U (en) | 2020-08-31 | 2020-08-31 | Self-control type two-stage adjusting relay valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021855173.9U CN212980172U (en) | 2020-08-31 | 2020-08-31 | Self-control type two-stage adjusting relay valve |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212980172U true CN212980172U (en) | 2021-04-16 |
Family
ID=75435680
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021855173.9U Active CN212980172U (en) | 2020-08-31 | 2020-08-31 | Self-control type two-stage adjusting relay valve |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212980172U (en) |
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2020
- 2020-08-31 CN CN202021855173.9U patent/CN212980172U/en active Active
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