CN213768190U - Entire vehicle configuration system of ecas integrated module - Google Patents

Abstract

The utility model relates to a ECAS module distribution field has especially related to a whole car configuration system of ECAS integrated module, including ECAS integrated module (60), ECAS integrated module (60) include controller, air inlet (1), gas outlet and gas vent (44), and air inlet (1) are connected with gas receiver (62), and the gas outlet is the gasbag connection of the lift axle that corresponds respectively or rear axle, and the gasbag is connected with lift axle or rear axle and is used for controlling the lift of lift axle or rear axle; the ECAS integrated module (60) is externally connected with a power supply (61), and the air inlet (1) and the air outlet are internally provided with an electromagnetic valve control module (65); the solenoid valve control module (65) is electrically connected with the controller. The module has the advantages of high integration degree, less use of parts and the like. The air distribution system has the advantages of convenient installation and less occupied space.

Description

Entire vehicle configuration system of ecas integrated module

Technical Field

The utility model relates to a ECAS distribution module field has especially related to a whole car configuration system of ECAS collection moulding piece.

Background

The ECAS is an air suspension system electronically controlled by a passenger car/truck, mainly comprises an electronic control unit, a distributing valve, a height sensor, an air bag and other components, and has the functions of supporting a car body and improving riding.

The air bag is an execution unit for controlling a suspension system, and the height of the vehicle body is adjusted through inflation and deflation of the air bag, and the air bag generally comprises a rear axle left air bag, a rear axle right air bag, a lifting axle left air bag, a lifting axle middle air bag and a lifting axle right air bag. The air distribution valve is controlled by the electric control unit to perform inflation and deflation adjustment on each air bag.

Air suspension systems typically include the following three modes of operation:

the left and right air bags are inflated and deflated, the middle air bag of the lifting shaft is deflated at the moment, and then the left air bag of the rear shaft, the right air bag of the rear shaft, the left air bag of the lifting shaft and the middle air bag of the lifting shaft are inflated or deflated, so that the height of the vehicle body is adjusted;

the lifting shaft is inflated and deflated, at the moment, the rear shaft left air bag, the rear shaft right air bag, the lifting shaft left air bag and the lifting shaft right air bag are deflated simultaneously, and then the lifting shaft middle air bag is inflated and deflated, so that the height of the vehicle body is adjusted; and in the unbalance loading mode, the left lifting shaft air bag, the right lifting shaft air bag and the middle lifting shaft air bag are in a pressure maintaining state, and then the left rear shaft air bag and the right rear shaft air bag are subjected to inflation and deflation adjustment according to the height condition of the vehicle body, so that the unbalance loading state is adapted.

The conversion and control between the three working modes are completed by the distributing valve. The existing air suspension system needs at least two air distribution valves to complete the control of the three working modes, and the integration level of the structure is not high.

The applicant filed a patent CN201910747361.5 "an integrated ECAS gas distribution valve assembly" in 2019, but the gas distribution valve assembly has the following disadvantages that firstly, the gas distribution valve assembly needs to be externally connected with a controller, because the existing designed solenoid valve is large, the installation of the controller is complicated, and meanwhile, 4 pressure sensors are needed to detect the pressure of each air bag when detecting the pressure. The applicant designs an ECAS integrated module and an air distribution system applied by the module on the basis of the defects of the existing air distribution valve assembly.

SUMMERY OF THE UTILITY MODEL

The utility model discloses to prior art ECAS distributing valve assembly structure compact inadequately, integrate shortcoming such as not enough height, provide a whole car configuration system of ECAS collection moulding piece.

In order to solve the technical problem, the utility model discloses a following technical scheme can solve:

an ECAS integrated module whole vehicle configuration system comprises an ECAS integrated module, wherein the ECAS integrated module comprises a controller, an air inlet, an air outlet and an air outlet, the air inlet is connected with an air storage cylinder, the air outlet is connected with air bags of a lifting shaft or/and a rear shaft respectively corresponding to the air inlet, and the air bags are connected with the lifting shaft or/and the rear shaft for controlling the lifting of the lifting shaft or/and the rear shaft; the ECAS integrated module is externally connected with a power supply, and the air inlet and the air outlet are internally provided with an electromagnetic valve control module; the solenoid valve control module is electrically connected with the controller.

Preferably, when the air bag connected with the air outlet needs to exhaust air, the controller controls the power on of the air port electromagnetic valve control module corresponding to the exhaust requirement, the rest electromagnetic valve control modules are in the power off state, and compressed air of the air port needing to exhaust air is exhausted through the air outlet;

when the air bag connected with the air outlet needs to supplement compressed air, the electromagnetic valve control module corresponding to the air inlet is electrified, the electromagnetic valve control module corresponding to the plug port is electrified, the electromagnetic valve control module corresponding to the air port needing to be inflated is electrified, and the air inlet is communicated with the air port needing to be inflated to realize inflation.

Preferably, the air outlet comprises a first left air port connected with the lifting shaft left air bag, a first right air port connected with the lifting shaft right air bag, a middle air port connected with the lifting shaft middle air bag, a second left air port connected with the rear shaft left air bag and a second right air port connected with the rear shaft right air bag; the air ports also comprise a plug port, an electromagnetic valve control module is used for controlling the on-off of the first left air port and the first right air port, and the first left air port and the first right air port realize synchronous air intake and exhaust actions under the control of the electromagnetic module.

Preferably, the electromagnetic valve control module comprises pilot valves, electromagnetic valves and a main valve body, and the pilot valves are connected with the air inlet air circuit to assist the electromagnetic valves to open the main valve body.

Preferably, the air bag comprises a rear axle left air bag and a rear axle right air bag, the air distribution system further comprises a rear axle height sensor, and the rear axle height sensor is electrically connected with the controller of the ECAS integrated module.

Preferably, the ECAS integrated module comprises a valve body, wherein the valve body is provided with an air inlet, an air outlet used for being connected with the lifting shaft air bag or/and the rear shaft air bag and an air outlet used for exhausting air of the integrated module;

each air inlet and each air outlet are communicated with a control cavity, the control cavity is sequentially divided into an upper cavity, a middle cavity and a lower cavity from top to bottom, and the lower cavity is communicated with the air inlet or the air outlet where the lower cavity is located; a cavity A is arranged in each middle cavity, the cavity A where the air inlet is located is a cavity A1, a starting module and a cavity C are arranged in each upper cavity, and the cavity C where the air inlet is located is a cavity C1; the cavity C1 is communicated with the air inlet through a K channel, a first valve is arranged in each upper cavity, a second valve is arranged in each lower cavity, and the second valves are used for controlling the communication/partition of the lower cavities and the cavity A; a third valve is also arranged in each middle chamber; the third valve is used for controlling the opening and closing of the second valve; each third valve comprises a G cavity, the first valve is used for controlling the communication or the closing of the C cavity and the G cavity, and when the compressed air in the G cavity is larger than the initial acting force of the second valve, the second valve can be opened to enable the lower cavity to be communicated with the A cavity; the starting module acts on the first valve and is used for controlling the starting or closing of the first valve; when the starting module is started, the first valve starts the C cavity to be communicated with the G cavity. This scheme makes this scheme in the gas circuit can assist the solenoid valve to open through the design to the design of control chamber structure and the design of gas circuit valve control logic, so the solenoid valve can design for the less components and parts of size, provides the environment for integrated installation control circuit board and controller, and the upper end of the integrated module of this kind of structure is unlikely to the size great moreover, and whole module outward appearance is compacter, more saving space.

Preferably, the upper chamber further comprises a cavity D, the cavity D is communicated with the channel D, the channel D is communicated with the exhaust port, a first valve is provided with a first control air passage, the cavity D can be communicated with the cavity G through the first air passage, when the starting module is started, the first air passage is in a blocking state, and the cavity D is not communicated with the cavity G; when the starting module is closed, the D cavity is communicated with the G cavity through the first air passage. The design of air flue makes can influence each other between each gas outlet, and the control of being convenient for moreover, the gas circuit design is compact reasonable more.

Preferably, the first valve comprises a first piston and a second piston, the first piston is sealed with the inner side wall of the upper chamber to form a C cavity and a D cavity, the second piston is mounted in the first piston and sealed with the inner wall of the first piston, a second air passage is formed in the second piston, a buffer cavity is formed between the second piston and the first piston, the inner wall of the first piston is provided with a breath inlet, the D cavity is communicated with the buffer cavity through the breath inlet, the second air passage is communicated with the buffer cavity, the second piston is further provided with a first switch air passage communicated with the second air passage, the first piston is provided with a second switch air passage communicated with a third air passage, and the third air passage is communicated with the C cavity. The design of first piston and second piston makes the air inlet can assist the solenoid valve to open the gasket, and first piston and the ingenious C chamber and the D chamber of separating of second piston moreover are designed through the structure to first piston and second piston to guaranteed that the gasket can realize C chamber and G chamber intercommunication or D chamber and G chamber intercommunication, realized the entering and the exhaust in G chamber.

Preferably, the starting module of the air inlet comprises a fourth valve and an electromagnetic valve, the electromagnetic valve comprises a coil I, a spring I and a valve core I, the fourth valve comprises a fourth valve seat, the fourth valve seat comprises a spring II, a sealing sheet and a valve sleeve, the sealing sheet is positioned between the air port of the first switch air channel and the air port of the second switch air channel, and in an initial state, the valve core I props against the fourth valve seat under the action of the spring I to enable the sealing sheet to seal the second switch air channel; when the electromagnetic valve is electrified, the first valve core is attracted, the second spring drives the fourth valve seat and the sealing piece to move upwards to open the air port of the second air passage, the first piston is further provided with the first air passage, and the C cavity is communicated with the G cavity through the third air passage, the second switch air passage and the first air passage in sequence.

Preferably, the cavities A of all the air ports are communicated through the channel A, the third valve and the inner wall of the middle cavity are sealed to form a cavity B, the cavities B of all the air ports are communicated through the channel B, and the cavities C are communicated through the channel C.

Preferably, the gas port comprises a plug port, and a starting module, a first valve and a fifth valve are arranged in the plug port; the cavity A in the plug port is a cavity A6, the cavity B in the plug port is a cavity B7, the fifth valve controls the communication and the closing of the cavity A6 and the cavity B7, and the cavity B7 is communicated with the air outlet.

Preferably, the device further comprises a controller and an L channel, wherein the L channel is communicated with the A cavity where the air inlet is located, and a pressure sensor is arranged in the L channel.

Preferably, the air outlet comprises a first left air port connected with the lifting shaft left air bag, a first right air port connected with the lifting shaft right air bag, a middle air port connected with the lifting shaft middle air bag, a second left air port connected with the rear shaft left air bag, a second right air port connected with the rear shaft right air bag and a plug port, the air inlet, the first left air port, the first right air port, the second left air port, the second right air port, control cavities in the middle air port and the plug port are arranged in the vertical direction, a channel A, a channel B, a channel C and a channel D are arranged in the valve body in the horizontal direction, and the controller is installed at the upper end of the valve body and connected with the starting modules in the control cavities.

Preferably, only one control cavity of the first left air port and the first right air port is internally provided with a starting module and a first valve, the valve body is internally provided with a fifth channel, the fifth channel is communicated with a middle cavity of the first left air port and a middle cavity of the first right air port, and the fifth channel is communicated with a G cavity of the middle cavity of the first left air port and a G cavity of the middle cavity of the first right air port.

Preferably, the air inlet, the first left air port, the first right air port, the second left air port, the second right air port, the middle air port and the plug port are arranged at the lower end of the valve body and are distributed on two sides of the channel A, the channel B, the channel C and the channel D; the exhaust port is arranged on the left side or the right side of the valve body, and the muffler is installed on the exhaust port.

The utility model discloses owing to adopted above technical scheme, have apparent technological effect: the gas distribution system has the advantages of less use of parts, higher integration degree, convenience in installation, simple and reliable control logic and the like.

Simultaneously the ECAS integrated module of this scheme design carries out structural design through carrying out first valve for the solenoid valve can use less solenoid valve, thereby guarantees that the upper end size and the lower extreme size of valve body are comparatively close, and whole integrated module is more reasonable, and the driving voltage/electric current that the solenoid valve need use is also littleer in addition, can reduce the situation of generating heat of module, the controller circuit board of protection module upper end. Simultaneously, the integrated module enables all air inlets and air outlets to be arranged at the lower end of the valve body through designing the air paths, so that the integrated module is simpler to manufacture, and each air path is communicated with the corresponding position cavity in each control cavity in the left-right direction between the control cavities, so that the air path layout is more reasonable and the response is quicker. In addition, the scheme realizes that the air pressure of each air bag can be separately measured by one air pressure sensor through the air path design, saves parts, and ensures that the whole integrated module is more compact and saves space.

But also can bring the following advantages to the vehicle: greatly shortening the hanging/unloading operation time of the tractor; the loading and unloading are easy, especially for liquid tank trucks; the height adjustment reaction is rapid; the air consumption is reduced, and the energy is saved; for 6x2 car, it has drive help function, improves drive performance, and control of lift bridge: a plurality of pressure control modes; the shaft load overload protection function; the structure is more compact, the weight is reduced, the space utilization rate is improved, and the pipeline arrangement, installation and maintenance are convenient.

Drawings

Fig. 1 is a front view of the module.

Fig. 2 is a rear view of the module.

Fig. 3 is a bottom view of fig. 2.

Fig. 4 is a cross-sectional view from the perspective of fig. 3A-a.

Fig. 5 is a cross-sectional view from the perspective of fig. 3B-B.

Fig. 6 is a cross-sectional view from the perspective of fig. 3C-C.

Fig. 7 is an enlarged view of fig. 4.

Fig. 8 is a functional diagram of an ECAS module.

FIG. 9 is a schematic diagram of a gas distribution system.

The names of the parts indicated by the numerical references in the drawings are as follows: 1-valve body, 2-air inlet, 3-control cavity, 4-upper cavity, 5-middle cavity, 6-lower cavity, 7-A cavity, 8-A1 cavity, 9-C cavity, 10-C1 cavity, 11-K channel, 12-first valve, 13-second valve, 14-third valve, 15-G cavity, 16-starting module, 17-D cavity, 20-B cavity, 102-A channel, 103-B channel, 104-C channel, 105-D channel, 25-first piston, 26-second piston, 27-first air channel, 28-second air channel, 29-buffer cavity, 30-breathing air port, 31-first switch air channel, 32-third air channel, 33-second switch air channel, 34-coil one, 35-spring one, 36-valve core one, 37-spring two, 38-sealing sheet, 39-valve sleeve, 40-plug port, 41-A6 cavity, 42-B7 cavity, 3544-fifth valve cavity, and controller, 45-L channel, 46-first left gas port, 47-first right gas port, 48-second left gas port, 49-second right gas port, 50-middle gas port, 51-exhaust port, 52-fifth channel, 53-silencer, 55-E channel, 60-ECAS integrated module, 61-power supply, 62-air reservoir, 63-height sensor and 64-pressure sensor.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples.

Example 1

As shown in fig. 1 to 7, an ECAS integrated module complete vehicle configuration system includes an ECAS integrated module 60, the ECAS integrated module 60 includes a controller 44, an air inlet 1, an air outlet and an air outlet 3, the air inlet 1 is connected with an air reservoir 62, the air outlet is connected with air bags of respective corresponding lifting shafts or/and rear shafts, and the air bags are connected with the lifting shafts or/and the rear shafts for controlling the lifting of the lifting shafts or/and the rear shafts; the ECAS integrated module 60 is externally connected with a power supply 61, and the air inlet and the air outlet are internally provided with electromagnetic valve control modules 65; the solenoid valve control module 65 is electrically connected to the controller. When the air bag connected with the air outlet needs to exhaust, the controller controls the air port electromagnetic valve control module 65 corresponding to the exhaust requirement to be powered on, the rest electromagnetic valve control modules 65 are in a power-off state, and compressed air of the air port needing to exhaust is exhausted through the air outlet; the air outlet comprises a first left air port 21 connected with the left air bag of the lifting shaft, a first right air port 22 connected with the right air bag of the lifting shaft, a middle air port 25 connected with the middle air bag of the lifting shaft, a second left air port 23 connected with the left air bag of the rear shaft and a second right air port 24 connected with the right air bag of the rear shaft; the air ports also comprise a plug port 26, an electromagnetic valve control module 65 is used for controlling the on-off of the first left air port 21 and the first right air port 22, and the first left air port 21 and the first right air port 22 realize synchronous air intake and exhaust actions under the control of the electromagnetic module. The solenoid valve control module 65 includes a pilot valve, a solenoid valve, and a main valve body, and the pilot valve is connected to the air inlet air path to assist the solenoid valve to open the main valve body. The air bags comprise a rear axle left air bag and a rear axle right air bag, the air distribution system further comprises a rear axle height sensor 63, and the rear axle height sensor 63 is electrically connected with a controller of the ECAS integrated module 60.

When the air bag connected with the air outlet needs to supplement compressed air, the solenoid valve control module 65 corresponding to the air inlet is electrified, the solenoid valve control module 65 corresponding to the plug port is electrified, the solenoid valve control module 65 corresponding to the air port needing to be inflated is electrified, and the air inlet 1 is communicated with the air port needing to be inflated to realize inflation.

To facilitate understanding of the specific implementation of the present solution, the ECAS integrated module 60 is described in detail below.

The ECAS integrated module 60 comprises a valve body 100, wherein the valve body 100 is provided with an air inlet 1, an air outlet for connecting a lifting shaft air bag or/and a rear shaft air bag and an air outlet 3 for exhausting the integrated module;

each air inlet 1 and each air outlet are communicated with a control cavity, the control cavity is sequentially divided into an upper cavity 4, a middle cavity 5 and a lower cavity 6 from top to bottom, and the lower cavity 6 is communicated with the air inlet 1 or the air outlet where the lower cavity 6 is located; an a chamber 7 is arranged in each middle chamber 5, and for the convenience of distinction, the a chamber 7 where the air inlet 1 is arranged is defined as an a1 chamber 8. A starting module 16 and a C chamber 9 are arranged in each upper chamber 4, wherein the starting module 16 in this embodiment is a normally closed solenoid valve. The C chamber 9 where the air inlet 1 is positioned is a C1 chamber 10; the C1 chamber 10 communicates with the intake port 1 through the K passage 11. The solenoid valve control module 65 is a general term for the solenoid valves and all valves installed in the respective control chambers.

In this embodiment, one end of the K channel 11 communicates with the lower chamber 6 where the intake port 1 is located, and the other end communicates with the C1 chamber 10. A first valve 12 is arranged in each upper chamber 4, a second valve 13 is arranged in each lower chamber 6, and the second valves 13 are used for controlling the communication/partition of the lower chambers 6 and the cavity A; a third valve 14 is also arranged in each middle chamber 5; the third valve 14 is used for controlling the opening and closing of the second valve 13; each third valve 14 comprises a G cavity 15, the first valve 12 is used for controlling the communication or the closing of the C cavity and the G cavity 15, and when the compressed air in the G cavity 15 is larger than the initial acting force of the second valve 13, the second valve 13 can be opened to communicate the lower cavity 6 with the A cavity; the activation module 16 acts on the first valve 12 for controlling the activation or deactivation of the first valve 12; when the activation module 16 is activated, the first valve 12 activates the communication of chamber C with chamber G. Wherein, the cavity C and the cavity D17 are formed by the cooperation of the first valve 12 and the upper chamber 4, and the cavity C and the cavity D17 are both formed between the outer side surface of the first valve 12 and the inner side surface of the upper chamber 4. In order to ensure that air in the G cavity 15 can be discharged when the third valve 14 moves upwards, the D cavity 17 is communicated with the D channel 105, the D channel 105 is communicated with the exhaust port 3, the first valve 12 is provided with a first control air passage 27, the D cavity 17 can be communicated with the G cavity 15 through the first air passage 27, when the starting module 16 is started, the first air passage 27 is in a blocking state, and the D cavity 17 is not communicated with the G cavity 15; when the starting module 16 is closed, the D chamber 17 communicates with the G chamber 15 through the first air passage 27. Wherein the D passage 105 is provided in communication with the exhaust port 3 through the E passage 55.

To facilitate an understanding of the scheme, the present embodiment describes the activation module 16 and the first valve 12.

The first valve 12 includes a first piston 106 and a second piston 107, the first piston 106 is sealed with the inner side wall of the upper chamber 4 and forms a C cavity and a D cavity 17, specifically, the first piston 106 includes a first sealing lip, a second sealing lip and a third sealing lip, the outer side faces of which are sequentially arranged from top to bottom, and the C cavity and the D cavity 17 are enclosed between the first sealing lip, the second sealing lip and the third sealing lip and the inner wall of the upper chamber 4. The second piston 107 is mounted in the first piston 106, and the second piston 107 is sealed with the inner wall of the first piston 106, specifically, a sealing lip on the outer side of the second piston 107 is sealed with the inner wall of the first piston 106. The second piston 107 is provided with a second air passage 28, a buffer cavity 29 is formed between the second piston 107 and the first piston 106, the inner wall of the first piston 106 is provided with an expiration opening, the D cavity 17 is communicated with the buffer cavity 29 through the expiration opening, the second air passage 28 is communicated with the buffer cavity 29, the second piston 107 is further provided with a first switch air passage 31 communicated with the second air passage 28, the first piston 106 is provided with a second switch air passage communicated with a third air passage 32 and the third air passage 32, and the third air passage 32 is communicated with the C cavity.

The starting module 16 in this embodiment includes a fourth valve and a solenoid valve, the solenoid valve includes a first coil, a first spring, and a first valve core, the fourth valve includes a fourth valve seat, the fourth valve seat includes a second spring, a sealing sheet 38 and a valve sleeve 39, the sealing sheet 38 is located between the air port of the first switching air channel 31 and the air port of the second switching air channel, and in an initial state, the first valve core props against the fourth valve seat under the action of the first spring to make the sealing sheet 38 seal the second switching air channel; when the electromagnetic valve is electrified, the first valve core is attracted, the second spring drives the fourth valve seat and the sealing sheet 38 to move upwards to open the air port of the second air passage 28, the first piston 106 is further provided with a first air passage 27, and the cavity C is communicated with the cavity G15 sequentially through the third air passage 32, the second switch air passage and the first air passage 27. The second spring is located on a valve seat where the second switch air passage is located, the valve sleeve 39 limits the sealing sheet 38, the upper end of the valve sleeve 39 is abutted against the first valve core, and the first valve core abuts against the valve sleeve 39 under the action of the first spring to enable the valve sleeve 39 to drive the sealing sheet 38 to seal the second switch air passage in an initial state and separate the communication between the cavity C and the cavity G15. In the present embodiment, the first air passage 27 is formed on the bottom surface of the valve seat where the second opening/closing air passage is located. In the present embodiment, the number of the first air passages 27 is four and the first air passages are arranged in the circumferential direction.

In order to ensure the stable movement of the G cavity 15 in this embodiment, the first piston 106 is provided with an H cavity at the lower end of the first air passage 27, the size of the H cavity is matched with the size of the G cavity 15, and the H cavity plays a transition role, so that the third valve 14 where the G cavity 15 is located can be stressed in a balanced manner and can run stably.

In this embodiment the third valve 14 is sealingly inserted in the intermediate chamber 5. The second valve 13 includes a third spring and a third valve core, and in an initial state, the third valve core is abutted against the lower end surface of the middle chamber 5 under the action of the third spring, so that the communication between the middle chamber 5 and the lower chamber 6 is blocked. The lower end of the third valve 14 abuts against the upper end surface of the third valve spool.

In this embodiment, the air outlet includes a first left air port 21 connected to the lift shaft left air bag, a first right air port 22 connected to the lift shaft right air bag, a middle air port 25 connected to the lift shaft middle air bag, a second left air port 23 connected to the rear shaft left air bag, a second right air port 24 connected to the rear shaft right air bag, and a choke plug port 26, the air inlet 1, the first left air port 21, the first right air port 22, the second left air port 23, the second right air port 24, the control chambers in the middle air port 25 and the choke plug port 26 are arranged in the vertical direction, the a channel 102, the B channel 103, the C channel 104, and the D channel 105 are opened in the valve body 100 in the horizontal direction, and the controller 44 is installed at the upper end of the valve body 100 and connected to the start module 16 in each control chamber.

In this embodiment, the cavities a of all the ports are communicated through the channel a 102, the outer wall of the third valve 14 is sealed with the inner wall of the upper chamber 4 to form the cavity B20, the cavities B20 of all the ports are communicated through the channel B103, and the cavities C are communicated through the channel C104.

The gas port comprises a plug port 26, and the plug port 26 not only comprises the starting module 16 and the first valve 12, but also comprises a fifth valve 43 arranged in the upper chamber 4; the cavity A in the plug port 26 is a cavity A6, the cavity B20 in the plug port 26 is a cavity B7, the fifth valve 43 controls the communication and the closing of the cavity A6 and the cavity B7, the cavity B7 is communicated with the air outlet, and therefore the fifth valve 43 realizes the communication of all the cavities A and the air outlet 3.

In this embodiment, in order to ensure that the lift shaft left air bag and the lift shaft right air bag can be inflated and deflated simultaneously, the starting module 16 and the first valve 12 are arranged in only one control cavity of the first left air port 21 and the first right air port 22, the valve body 100 is internally provided with the fifth channel 52, the fifth channel 52 is communicated with the middle chamber 5 where the first left air port 21 is located and the middle chamber 5 where the first right air port 22 is located, and the fifth channel 52 is communicated with the G cavity 15 of the middle chamber 5 where the first left air port 21 is located and the G cavity 15 of the middle chamber 5 where the first right air port 22 is located. In this embodiment, the activation module 16 and the first valve 12 are disposed in the control chamber in the first left air port 21. In this embodiment, the control chamber 101 in the first left air port 21, the control chamber 101 in the second left air port 23, the control chamber 101 in the second right air port 24, and the control chamber 101 in the first left air port 21 have the same control structure as shown in fig. 4 and 5.

In this embodiment, the controller 44 is installed at the upper end of the valve body 100, the L channel 45 is arranged in the valve body 100, one end of the L channel 45 is communicated with the a cavity where the air inlet 1 is located, the other end of the L channel 45 is connected with the controller 44, the pressure sensor 64 for detecting the air pressure in the L channel 45 is arranged in the L channel 45, and since all the inflation processes require the air inlet of the a channel 102, the compressed air of the a channel 102 comes from the air inlet 1.

The invention discloses an integrated ECAS module, which originally needs 2 ECAS electromagnetic valve assemblies, 1 controller 44 and 4 air pressure sensors to realize functions and is integrated. The integrated product has the advantages of more compact structure, light weight, improved space utilization rate and convenience in pipeline arrangement, installation and maintenance. The pilot valve structure can ensure that the electromagnetic valve can complete larger air intake and exhaust amount in a short time.

The working principle is as follows:

lifting state of the lifting shaft:

the electromagnetic valves of the starting modules 16 of all the air ports are not electrified, air pressure of an air source enters from the air inlet 1, the air pressure reaches the C channel 104 through the K channel 11, and only one control cavity of the first left air port 21 and the first right air port 22 is provided with a C cavity because the first left air port 21 and the second left air port 23 are communicated through the fifth channel 52; therefore, compressed air in the channel C104 enters in six paths and reaches the bottom of the sealing sheet 38 through the third air passage 32 and the second switch air passage respectively, and the sealing sheet 38 cuts off six groups of air pressure electromagnetic valves to be normally closed valves under the action of the first spring. The ECU (electronic control Unit) 44 energizes a first solenoid valve coil of the air inlet 1, overcomes the spring force of a first spring under the action of magnetic force, sucks up a first valve core, pushes a sealing sheet 38 and a valve sleeve to move upwards, so that the air pressure of the air inlet 1C cavity sequentially passes through a third air passage 32, a second switch air passage and a first air passage 27 to reach an H cavity and a G cavity 15, pushes a third valve 14 to move downwards, the third valve 14 jacks a second valve 13, the air inlet 1 is communicated with the A cavity of the air inlet 1, and the air inlet 1 is communicated with the A cavities in all air port control cavities through an A channel 102.

Then the controller 44ECU energizes the solenoid valve coil one at the choke plug, and the rest principle is as above, the air pressure in the C cavity at the choke plug enters the upper end of the fifth valve 43, the air pressure overcomes the spring force of the fifth valve 43, the fifth valve 43 butts against the upper end surface of the middle chamber 5, and the a6 cavity 41 and the B7 cavity 42 are cut off. The controller 44 then energizes the solenoid coil of the intermediate air port 25 and repeats the above operation to communicate the chamber a of the intermediate air port 25 with the intermediate air port 25 of the lower chamber 6, thereby inflating the lift shaft intermediate air bag and lifting the lift shaft. In the process, the channel A102 is communicated with the channel L45, and the channel L45 is connected with the air pressure sensor 12 to monitor the air pressure value at any time. And after the air pressure value is reached, the power is cut off, and the pressure is maintained.

The lifting shaft is in a down state:

the controller 44 energises the coil one of the intermediate ports and repeats the above actions so that the chamber a of the intermediate port 25 communicates with the intermediate port 25 of the lower chamber 6; since all the a chambers 7 are communicated through the a passage 102, since the a6 chamber 41 and the B7 chamber 42 are communicated, the compressed air of the middle air bag connected to the middle air port 25 is introduced into the air outlet 3 through the B7 chamber 42, so that the air outlet lowers the lifting center shaft. And after the required putting down state of the lifting shaft is achieved, the power is cut off and the pressure is maintained.

Lifting states of the left airbag and the right airbag of the lifting shaft during inflation of the lifting shaft are as follows: the electromagnetic valves are not electrified, air pressure of an air source enters from the air inlet 1, the air pressure reaches the C channel 104 through the K channel 11, and only one control cavity of the first left air port 21 and the first right air port 22 is provided with a C cavity because the first left air port 21 and the second left air port 23 are communicated through the fifth channel 52; therefore, compressed air in the channel C104 enters in six paths and reaches the bottom of the sealing sheet 38 through the third air passage 32 and the second switch air passage respectively, and the sealing sheet 38 cuts off six groups of air pressure electromagnetic valves to be normally closed valves under the action of the first spring. The ECU (electronic control Unit) 44 energizes a first solenoid valve coil of the air inlet 1, overcomes the spring force of a first spring under the action of magnetic force, sucks up a first valve core, pushes a sealing sheet 38 and a valve sleeve to move upwards, so that the air pressure of the air inlet 1C cavity sequentially passes through a third air passage 32, a second switch air passage and a first air passage 27 to reach an H cavity and a G cavity 15, pushes a third valve 14 to move downwards, the third valve 14 jacks a second valve 13, the air inlet 1 is communicated with the A cavity of the air inlet 1, and the air inlet 1 is communicated with the A cavities in all air port control cavities through an A channel 102.

The controller 44 energizes the coil one of the control cavity in the first left air port 21, the cavity C in the first left air port 21 is communicated with the cavity G15 in the control cavity, the compressed air simultaneously enters the upper end of the cavity G15 in the first right air port 22 through the fifth channel 52, the compressed air simultaneously pushes the third valve 14 in the first left air port 21 and the first right air port 22 to press down the second valve 13, so that the cavities a in the first left air port 21 and the first right air port 22 are respectively communicated with the first left air port 21 and the first right air port 22, and the air pressure of the air inlet 1 enters the first left air port 21 and the first right air port 22 through the channel a 102 to inflate the left air bag and the right air bag of the lifting shaft, so that the lifting shaft is lifted. In the process, the channel A102 is communicated with the channel L45, and the channel L45 is connected with the air pressure sensor 12 to monitor the air pressure value at any time. And after the air pressure value is reached, the power is cut off, and the pressure is maintained.

The left air bag and the right air bag of the lifting shaft are deflated and the lifting shaft is put down:

the controller 44 energizes the coil I in the first left air port 21, overcomes the spring force of the first spring under the action of magnetic force, the first valve core is sucked up, the second spring pushes the sealing sheet 38 and the valve sleeve to move upwards, so that the air pressure in the air inlet 1C cavity sequentially passes through the third air passage 32, the second switch air passage and the first air passage 27 to reach the H cavity and the G cavity 15 of the first left air port 21 and simultaneously reaches the G cavity 15 of the first right air port 22 through the fifth passage 52, the first left air port 21 and the third valve 14 in the first right air port 22 are pushed to move downwards, the third valve 14 props open the second valve 13, at the moment, the first left air port 21 is communicated with the A cavity of the control cavity, the first right air port 22 is communicated with the A cavity of the control cavity, the air bag compressed air connected with the first left air port 21 and the first right air port 22 reaches the A6 cavity 41 through the A cavity and then is discharged from the air outlet 3 through the B7 cavity 42, and after the lifting shaft is put down to meet the requirement, the power is cut off and the pressure is maintained.

The inflation and deflation of the rear axle left air bag and the rear axle right air bag are the same as the inflation and deflation process of the air bag in the lifting axle, in the embodiment, because the control cavities in the second left air port 23 and the second right air port 24 are both provided with the starting assembly and the first valve 12, the rear axle left air bag and the rear axle right air bag are independently controlled by the controller 44, and the control method is the same as the control method of the air bag in the lifting axle.

Example 2

As shown in fig. 1 to 7, unlike embodiment 1, the G chamber 15 of the control chamber of the second left air port 23 and the G chamber 15 of the control chamber of the second right air port 24 are communicated by providing a passage, so that the connection structure of the second left air port 23 and the second right air port 24 is the same as the connection structure of the first left air port 21 and the first right air port 22, and the synchronous air intake and air exhaust of the second left air port 23 and the second right air port 24 is realized.

Example 3

This embodiment is different from embodiment 1 in that: the control cavity structures in the first left air port 21 and the first right air port 22 are the same, and the first valve 12, the second valve 13, the third valve 14 and the first electromagnetic valve are arranged and respectively comprise a cavity A, a cavity B20, a cavity C and a cavity D17. The air inlet and outlet of the first left air port 21 and the first right air port 22 can be controlled independently.

Example 4

This embodiment is different from embodiment 1 in that: the controller 44 controls the second left air port 23 to be connected with the right air bag of the rear axle of the automobile, and the second right air port 24 to be connected with the left air bag of the rear axle of the automobile. The significance of this embodiment is that the airbag to which each port of the ecas integrated module 60 is connected is not uniquely fixed, and the controller 44 can be programmed to swap the airbag to which each port is connected.

Claims (10)

1. The utility model provides a whole car configuration system of ecas integrated module which characterized in that: the ECAS integrated module (60) comprises a controller, an air inlet (1), air outlets and air outlets (3), wherein the air inlet (1) is connected with an air storage cylinder (62), the controller (44) controls the air outlets to be connected with air bags of corresponding lifting shafts or/and rear shafts, and the air bags are connected with the lifting shafts or the rear shafts and used for controlling the lifting of the lifting shafts or/and the rear shafts; the ECAS integrated module (60) is externally connected with a power supply (61), and the air inlet (1) and the air outlet are internally provided with an electromagnetic valve control module (65); the solenoid valve control module (65) is electrically connected with the controller.

2. The ecas integrated module vehicle configuration system according to claim 1, wherein: when the air bag connected with the air outlet needs to exhaust air, the controller (44) controls the air port electromagnetic valve control module (65) corresponding to the exhaust requirement to be electrified, the rest electromagnetic valve control modules (65) are in a power-off state, and compressed air of the air port needing to exhaust air is exhausted through the air outlet;

when the air bag connected with the air outlet needs to supplement compressed air, the electromagnetic valve control module (65) corresponding to the air inlet (1) is electrified, the electromagnetic valve control module (65) corresponding to the plug port (26) is electrified, the electromagnetic valve control module (65) corresponding to the air port needing to be inflated is electrified, and the air inlet (1) is communicated with the air port needing to be inflated to realize inflation.

3. The ecas integrated module vehicle configuration system according to claim 2, wherein: the air outlet comprises a first left air port (21) connected with the left air bag of the lifting shaft, a first right air port (22) connected with the right air bag of the lifting shaft, a middle air port (25) connected with the middle air bag of the lifting shaft, a second left air port (23) connected with the left air bag of the rear shaft and a second right air port (24) connected with the right air bag of the rear shaft; the air ports also comprise a plug port (26), an electromagnetic valve control module (65) is used for controlling the on-off of the first left air port (21) and the first right air port (22), and the first left air port (21) and the first right air port (22) realize synchronous air intake and exhaust actions under the control of the electromagnetic module.

4. The ecas integrated module vehicle configuration system according to claim 2, wherein: the electromagnetic valve control module (65) comprises pilot valves, electromagnetic valves and a main valve body, wherein the pilot valves are connected with the air inlet (1) through air paths to assist the electromagnetic valves to open the main valve body.

5. The ecas integrated module vehicle configuration system according to claim 2, wherein: the air bags comprise a rear axle left air bag and a rear axle right air bag, the air distribution system further comprises a rear axle height sensor (63), and the rear axle height sensor (63) is electrically connected with a controller of the ECAS integrated module (60).

6. The ecas integrated module vehicle configuration system according to claim 1, wherein: the ECAS integrated module (60) comprises a valve body (100), wherein the valve body (100) is provided with an air inlet (1), an air outlet for connecting a lifting shaft air bag or/and a rear shaft air bag and an air outlet (3) for exhausting the integrated module;

each air inlet (1) is communicated with one air outlet, the air outlets are sequentially divided into an upper chamber (4), a middle chamber (5) and a lower chamber (6) from top to bottom, and the lower chamber (6) is communicated with the air inlet (1) or the air outlet where the lower chamber (6) is located; a cavity A (7) is arranged in each middle cavity (5), the cavity A (7) where the air inlet (1) is located is a cavity A1 (8), a starting module (16) and a cavity C (9) are arranged in each upper cavity (4), and the cavity C (9) where the air inlet (1) is located is a cavity C1 (10); the C1 cavity (10) is communicated with the air inlet (1) through a K channel (11), a first valve (12) is arranged in each middle cavity (5), a second valve (13) is arranged in each lower cavity (6), and the second valve (13) is used for controlling the communication/partition of the lower cavity (6) and the A cavity; a third valve (14) is also arranged in each middle chamber (5); the third valve (14) is used for controlling the opening and closing of the second valve (13); each third valve (14) comprises a G cavity (15), the first valve (12) is used for controlling the communication or the closing of the C cavity and the G cavity (15), and when the compressed air in the G cavity (15) is larger than the initial acting force of the second valve (13), the second valve (13) can be opened to enable the lower chamber (6) to be communicated with the A cavity; an activation module (16) acting on the first valve (12) for controlling the activation or the closure of the first valve (12); when the starting module (16) is started, the first valve (12) starts the communication between the cavity C and the cavity G.

7. The ecas integrated module vehicle configuration system according to claim 6, wherein: the upper cavity (4) further comprises a D cavity (17), the D cavity (17) is communicated with the D channel (105), the D channel (105) is communicated with the exhaust port (3), a first control air passage (27) is arranged on the first valve (12), the D cavity (17) can be communicated with the G cavity (15) through the first air passage (27), when the starting module (16) is started, the first air passage (27) is in a blocking state, and the D cavity (17) is not communicated with the G cavity (15); when the starting module (16) is closed, the D cavity (17) is communicated with the G cavity (15) through the first air passage (27).

8. The ecas integrated module vehicle configuration system according to claim 1, wherein: the first valve (12) comprises a first piston (106) and a second piston (107), the first piston (106) is sealed with the inner side wall of the upper chamber (4) to form a C cavity and a D cavity (17), the second piston (107) is internally installed in the first piston (106), the second piston (107) is sealed with the inner wall of the first piston (106), the second piston (107) is provided with a second air passage (28), a buffer cavity (29) is formed between the second piston (107) and the first piston (106), the inner wall of the first piston (106) is provided with an air breathing port, the D cavity (17) is communicated with the buffer cavity (29) through the air breathing port, the second air passage (28) is communicated with the buffer cavity (29), the second piston (107) is further provided with a first switch air passage (31) communicated with the second air passage (28), the first piston (106) is provided with a second switch air passage communicated with a third air passage (32), a third air passage (32) is communicated with the C cavity.

9. The ecas integrated module vehicle configuration system according to claim 8, wherein: the starting module (16) of the air inlet (1) comprises a fourth valve and an electromagnetic valve, the electromagnetic valve comprises a first coil, a first spring and a first valve core, the fourth valve comprises a fourth valve seat, the fourth valve seat comprises a second spring, a sealing sheet (38) and a valve sleeve (39), the sealing sheet (38) is positioned between an air port of the first switch air passage (31) and an air port of the second switch air passage, and in an initial state, the first valve core props against the fourth valve seat under the action of the first spring to enable the sealing sheet (38) to seal the second switch air passage; when the electromagnetic valve is electrified, the first valve core is attracted, the second spring drives the fourth valve seat and the sealing piece (38) to move upwards to open the air port of the second air passage (28), the first piston (106) is further provided with the first air passage (27), and the C cavity is communicated with the G cavity (15) through the third air passage (32), the second switch air passage and the first air passage (27) in sequence.

10. The ecas integrated module vehicle configuration system according to claim 7, wherein: the cavities A of all the air ports are communicated through a channel A (102), the third valve (14) and the inner wall of the middle chamber (5) are sealed to form a cavity B (20), the cavities B (20) of all the air ports are communicated through a channel B (103), and the cavities C are communicated through a channel C (104); the gas port comprises a plug port (26), and a starting module (16), a first valve (12) and a fifth valve (43) are arranged in the plug port (26); the cavity A in the plug port (26) is a cavity A6 (41), the cavity B (20) in the plug port (26) is a cavity B7 (42), a fifth valve (43) controls the communication and the closing of the cavity A6 (41) and the cavity B7 (42), and the cavity B7 (42) is communicated with the air outlet; the device also comprises a controller (44) and an L channel (45), wherein the L channel (45) is communicated with the A1 cavity (8), and a pressure sensor (64) is arranged in the L channel (45); the air outlet comprises a first left air port (21) connected with the left air bag of the lifting shaft, a first right air port (22) connected with the right air bag of the lifting shaft, a middle air port (25) connected with the middle air bag of the lifting shaft, a second left air port (23) connected with the left air bag of the rear shaft, a second right air port (24) connected with the right air bag of the rear shaft and a plugging port (26), the air inlet (1), the first left air port (21), the first right air port (22), the second left air port (23), the second right air port (24), the middle air port (25) and the plugging port (26) are arranged in the vertical direction, an A channel (102), a B channel (103), a C channel (104) and a D channel (105) are arranged in the valve body (100) in the horizontal direction, and a controller (44) is arranged at the upper end of the valve body (100) and is connected with a starting module (16) in each channel; a starting module (16) and a first valve (12) are arranged in only one of the first left air port (21) and the first right air port (22), a fifth channel (52) is arranged in the valve body (100), the fifth channel (52) is communicated with a middle chamber (5) where the first left air port (21) is located and a middle chamber (5) where the first right air port (22) is located, and the fifth channel (52) is communicated with a G cavity (15) of the middle chamber (5) where the first left air port (21) is located and a G cavity (15) of the middle chamber (5) where the first right air port (22) is located; the air inlet (1), the first left air port (21), the first right air port (22), the second left air port (23), the second right air port (24), the middle air port (25) and the plug port (26) are arranged at the lower end of the valve body (100) and are distributed on two sides of the channel A (102), the channel B (103), the channel C (104) and the channel D (105); the exhaust port (3) is arranged on the left side or the right side of the valve body (100), and the muffler (53) is installed on the exhaust port (3).

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