CN218703200U

CN218703200U - Double-regulation adaptive-control variable-pressure control trailer relay valve

Info

Publication number: CN218703200U
Application number: CN202222219683.2U
Authority: CN
Inventors: 王旭通
Original assignee: Xingtai Nuohui Linqi Auto Parts Technology Co ltd
Current assignee: Xingtai Nuohui Linqi Auto Parts Technology Co ltd
Priority date: 2022-08-23
Filing date: 2022-08-23
Publication date: 2023-03-24
Anticipated expiration: 2032-08-23

Abstract

The invention relates to the technical field of truck gas circuit relay valves, and particularly discloses a double-regulation adaptive-control variable-pressure control trailer relay valve which comprises a main valve body, wherein an A column pressure regulating valve and a B column pressure regulating valve are fixed on the side wall of the main valve body. The beneficial effects are that: the proportion difference of the main piston is increased, so that the main vehicle controls the absolute pressing of the air pressure acting force of the main air pipe on the main piston in the later period, and the braking effect required by heavy load is ensured; the arrangement of the second and third vent holes and the first valve is enlarged, and the arrangement acts on the acting force formed by the second working chamber at the initial stage of braking to form balanced opposition with the acting force of the main vehicle control main air pipe, so that the soft performance of no proportional output required by no-load is ensured; A. the B-column pressure regulating valve and the first vent hole are arranged to control the output performance of the relay valve by meeting the air pressure of the main control air pipe of the main vehicle from small to large, so that the soft and heavy stepping automatic conversion is achieved, and the requirements of different vehicle types are met by the non-conflict regulation of empty load and heavy load.

Description

Double-regulation adaptive-control variable-pressure control trailer relay valve

Technical Field

The utility model belongs to the technical field of freight train gas circuit relay valve technique and specifically relates to a two regulation are fit accuse vary voltage accuse power trailer relay valve.

Background

With the rapid pace of economic and industrial development, trucking is an important link. For the driver to be safe and efficient in transportation, the braking system of a truck must have good subjective handling performance. The pneumatic brake control valve of the truck is a core component of a brake system, and plays a main role in controlling the deceleration and emergency brake requirements of the truck under the conditions of no load, heavy load and different qualities.

At present, control valves used on semitrailers have various appearances and are called to have a pressure regulating function, but the control valves have single internal structures, so that the performance is single, and the control valves can be operated and controlled in both empty and heavy load aspects very rarely. The symptom table of the tire has 1, no-load soft heavy load weak or heavy load powerful no-load locked tire jumping; 2. different products can not be suitable for various vehicle types, and can only be useful for partial types of vehicles; 3. sufficient air pressure but insufficient braking force; 4. the brake is strong when being stepped on by a small amount, but is easy to step empty when being stepped on by a large amount, and the brake force is lacked.

The main causes of these problems are: 1. the setting of current product only pays attention to the height of atmospheric pressure, does not consider the influence of space value to atmospheric pressure effort, and the limitation that leads to relay valve performance. 2. The main car relay valve and the trailer relay valve are in different controlled environments, the main car relay valve is directly controlled by the air pressure action output by a master pump, the trailer relay valve controls a trailer valve (two pumps) by the master pump, and then the trailer relay valve is controlled by the air pressure action output by the trailer valve (two pumps), so that a supercharging effect is formed, the aperture of an output pipe of the master pump of a common car type is 6mm, the output aperture of the trailer valve (two pumps) is 9mm, and the main car and the trailer are difficult to synchronously brake due to the difference of positions and the difference of the output apertures during air pressure action. 3. The proportion difference of the stress surface of the main piston of the trailer relay valve is too small, so that the air pressure acting force of the main control pipe cannot be absolutely pressed and positioned due to the opposition of the air pressure acting force of the third working chamber in the later period, the air supply valve cannot be opened to the maximum, and the air pressure acting force of the air bag cannot be weakened to achieve the braking force required by a heavy-duty vehicle.

Although the chinese patent No. 2010202984426 discloses an automatic pressure regulating control valve capable of regulating pressure, it can supply compressed air with reasonably different pressures to a brake chamber according to different loading capacities of a main drive axle and a trailer axle, thereby achieving the effect of synchronous braking of each axle. The design of the automatic variable pressure control valve is insufficient, the automatic variable pressure control valve realizes the conversion of two different braking requirements of no-load and heavy load by adjusting a valve rod and a valve through a spring adjusting bolt and an adjusting spring, the size of resistance generated by a two-position three-way valve adjusting chamber 25 is utilized, the different requirements of soft braking and strong braking are met for the large resistance required by no-load and the small resistance required by heavy load, the monotonous control valve is difficult to meet the two-way requirement, when the soft braking of no-load is required to be ensured, the spring adjusting bolt needs to be adjusted tightly, at the moment, the adjusting spring has large resistance to the valve, the no-load braking has a braking stroke, the braking is soft, but the gas in the chamber 25 prevents a main piston from being opened during heavy load braking, so that the braking is powerless during heavy load braking; when heavy load braking is strong, the spring adjusting bolt needs to be loosened, the resistance of the adjusting spring to the valve is small, the valve can be quickly braked during heavy load braking, but during no-load braking, the air passing speed is too high, and the phenomenon of tire locking is easily generated. Therefore, the automatic pressure regulating control valve can only meet the requirements of no-load braking or heavy vehicle braking when braking. And the aperture of the valve ventilation space of the pressure regulating control valve connected with the main valve body is too small, so that the bad effects of tire holding and tire jumping are easy to occur due to too fast air passing of an empty vehicle.

SUMMERY OF THE UTILITY MODEL

The utility model discloses just provide a two regulation and adapt accuse vary voltage accuse power trailer relay valve in order to solve above-mentioned problem.

The technical scheme of the utility model is realized like this:

the utility model provides a two regulation are fit for accuse vary voltage accuse power trailer relay valve, includes the main valve body and main valve lid, the internal shaping of main valve has the main valve chamber, main valve body upper end is fixed with the main valve lid, the main valve lid is last the shaping to have the main car control main trachea connector that communicates in the main valve chamber, can connect fixedly in the main car control main trachea connector, main valve chamber internal partitioning becomes three cavities of first working chamber, second working chamber and third working chamber, its characterized in that: the side wall of the main valve body is provided with a double-regulation force control device, the double-regulation force control device comprises an A-column pressure regulating valve and a B-column pressure regulating valve, the A-column pressure regulating valve is fixed on the side wall of the main valve body, and the B-column pressure regulating valve is fixed on the side wall of the A-column pressure regulating valve;

the A-column pressure regulating valve comprises a first valve body, a first valve core, a first piston, a pressure regulating piston valve rod and a first valve cover, wherein an A-column valve cavity is formed in the first valve body, the first valve core, the first piston and the first valve cover divide the A-column valve cavity into a fourth working chamber, a fifth working chamber, a sixth working chamber, a tenth working chamber and an eleventh working chamber, a first vent hole for communicating the first working chamber with the fifth working chamber, a second vent hole for communicating the third working chamber with the sixth working chamber and a third vent hole for communicating the second working chamber with the tenth working chamber are formed in the inner wall of the main valve body, the pressure regulating piston valve rod which is slidably mounted in the first valve core is formed in the end face of the first piston, and a first vent hole for communicating the eleventh working chamber is formed in the pressure regulating piston valve rod;

the B column pressure regulating valve comprises a second valve body, a second valve core, a second piston and a second valve cover, a B column valve cavity is formed in the second valve body, the second valve core, the second piston and the second valve cover divide the B column valve cavity into a seventh working chamber, an eighth working chamber and a ninth working chamber, a second exhaust hole communicated with the ninth working chamber is formed between the A column pressure regulating valve and the B column pressure regulating valve, the second exhaust hole is communicated with the first exhaust hole and the eleventh working chamber, an exhaust hole communicated with the seventh working chamber is formed in the outer wall of the second valve body, and the center of the second piston is communicated with a third exhaust hole of the seventh working chamber and the eighth working chamber.

Furthermore, the main valve body is correspondingly provided with braking pipes, the number of the braking pipes is greater than that of the main valve control main air pipes, and the difference between the ratio of the stress surface of the first working chamber to the stress surface of the third working chamber is not less than the number of the braking pipes, namely the difference between the ratio of the stress surface of the main valve control main air pipes to the stress surface of the braking pipes is not less than the number of the braking pipes.

Furthermore, first valve gap through can dismantle the connection with first valve body is together fixed, first valve gap tip is fixed with first pressure regulating screw through threaded connection, be provided with in the fourth work cavity and support first piston with first pressure regulating spring between the first pressure regulating screw, first pressure regulating spring is in compression state.

Furthermore, be provided with first valve in the sixth working chamber, first valve is kept away from one side of first piston is supported on the pressure regulating piston valve rod terminal surface, first valve blocks up first exhaust hole, first valve opposite side is provided with first spring, first spring is in compression state.

Furthermore, the second valve cover is detachably connected and fixed on the second valve body, the end part of the second valve cover is fixedly connected with a second pressure regulating screw through threads, and a second pressure regulating spring which abuts against the second piston and is arranged between the second pressure regulating screws is arranged in the seventh working chamber.

Furthermore, a second valve is arranged in the ninth working chamber, a second spring is arranged on one side, away from the second valve core, of the second valve, the second spring is always in a compressed state, the second valve abuts against the end face of the second piston, and the third exhaust hole is blocked by the second valve.

Furthermore, the aperture of the first vent hole, the aperture of the second vent hole and the aperture of the third vent hole do not exceed the aperture of the first vent hole.

Furthermore, the aperture of the limiting plate between the sixth working chamber and the tenth working chamber is larger than the spatial value of the outer diameter of the valve rod of the pressure regulating piston and not smaller than the spatial value of the aperture of the main vehicle control main air pipe.

Furthermore, the space value of the first valve far away from the sixth working chamber limiting plate is not less than the space value of the main vehicle control main air pipe aperture.

Furthermore, the second vent hole and the third vent hole have the same aperture as the main vehicle control main air pipe, and the aperture of the first vent hole is smaller than that of the main vehicle control main air pipe.

Adopted above-mentioned technical scheme, the beneficial effects of the utility model are that: the proportion difference of the main piston is increased, so that the main vehicle controls the absolute pressing of the air pressure acting force of the main air pipe on the main piston in the later period, and the braking effect required by heavy load is ensured; the arrangement of the second and third vent holes and the first valve is enlarged, and the arrangement acts on the acting force formed by the second working chamber at the initial stage of braking to form balanced opposition with the acting force of the main vehicle control main air pipe, so that the soft performance of no proportional output required by no-load is ensured; A. the B-pillar pressure regulating valve and the first vent hole are arranged to control the output performance of the relay valve from small to large in response to the air pressure of a main air pipe of the main vehicle, so that the soft and heavy stepping automatic conversion is achieved, and the requirements of different vehicle types are met through empty load and heavy load non-conflict adjustment.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the description below are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without inventive labor.

Fig. 1 is a first cross-sectional view of the present invention;

fig. 2 is a cross-sectional view of the dual-adjustment force control device of the present invention;

fig. 3 is a second cross-sectional view of the present invention;

fig. 4 is a simplified schematic diagram of the gas circuit of the present invention.

The reference numerals are explained below:

1. a main valve body; 2. a main valve chamber; 21. a first working chamber; 22. a second working chamber; 23. a third working chamber; 3. a main valve element; 4. a primary piston; 5. a main valve cover; 51. a main air pipe control connector of the main vehicle; 6. an air cylinder supply pipe; 7. braking the brake pipe; 8. an air valve assembly; 9. a B-column pressure regulating valve; 901. a second valve body; 902. a B column valve cavity; 903. a second valve core; 904. a second piston; 905. a third vent hole; 906. a second valve; 907. a second spring; 908. an air outlet; 909. a second valve cover; 910. a second pressure regulating screw; 911. a second pressure regulating spring; 912. a seventh working chamber; 913. an eighth working chamber; 914. a ninth working chamber; 10. a second vent hole; 11. a first vent hole; 12. a second vent hole; 13. a third vent hole; 14. a column pressure regulating valve; 1401. a first valve body; 1402. a column valve cavity; 1403. a first valve spool; 1404. a first piston; 1405. a pressure regulating piston valve stem; 1406. a first valve cover; 1407. a first pressure regulating screw; 1408. a first pressure regulating spring; 1409. a first exhaust port; 1410. a first valve; 1411. a first spring; 1412. a fourth working chamber; 1413. a fifth working chamber; 1414. a sixth working chamber; 1415. a tenth working chamber; 1416. an eleventh working chamber.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

As shown in fig. 1-4, a double-regulation adaptive-control variable-pressure control trailer relay valve comprises a main valve body 1, a main valve cavity 2 is formed in the main valve body 1, a main valve cover 5 is fixed at the upper end of the main valve body 1, a main valve control main gas pipe connecting port 51 communicated with the main valve cavity 2 is formed on the main valve cover 5, a main valve control main gas pipe can be connected and fixed in the main valve control main gas pipe connecting port 51, the main valve control main gas pipe is connected with a control pipeline, gas used when a brake pedal is stepped on by feet enters the main valve cavity 2, a main valve core 3 is fixed in the main valve cavity 2, a main piston 4 is slidably mounted in the main valve core 3, a sealing ring contacted with the inner wall of the main valve cavity 2 is fixed on the outer wall of the main piston 4, six brake pipes 7 communicated with the main valve cavity 2 are fixed at one end of the main valve body 1 far away from the main valve cover 5, the brake pipes 7 are communicated with a brake sub-pump, a gas valve assembly 8 communicated with the main valve cavity 2 is fixed at the middle part of one end of the main valve body 1 far away from the main valve cover 5, the air valve assembly 8 comprises an outer fixing sleeve, a sealing ring is fixed between the outer fixing sleeve and the inner wall of the main valve cavity 2, an inner sliding sleeve is arranged in the outer fixing sleeve in a sliding manner, the sealing ring is fixed between the inner sliding sleeve and the outer fixing sleeve, a plurality of through holes are formed in the side wall of the outer fixing sleeve in an annular array manner, a secondary piston is arranged in the inner sliding sleeve in a sliding manner, a sealing ring is fixed between the secondary piston and the inner sliding sleeve, a gas discharge hole communicated with the atmosphere is formed in the center of the secondary piston so as to facilitate rapid discharge of gas, a main spring is fixed between the secondary piston and the inner sliding sleeve, the secondary piston blocks a channel between third working chambers 23 of the gas cylinder gas supply pipe 6 under the acting force of the main spring so as to avoid gas leakage in the gas cylinder when the air valve is not braked, and the gas cylinder gas supply pipe 6 and a main gas supply pipe of the main vehicle which are communicated with the air valve assembly 8 are fixed on the side wall of the main valve body 1, an air cylinder air supply pipe 6 is communicated with the air cylinder and used for providing high-pressure air required by braking of the brake cylinder, a main air supply main air pipe of the main vehicle is communicated with an inflator pump and used for inflating the air cylinder, an air valve assembly 8 is communicated with the main air supply main air pipe of the main vehicle through an air supply one-way valve, a main valve core 3, a main piston 4 and a main valve cover 5 divide a main valve cavity 2 into three cavities, namely a first working cavity 21, a second working cavity 22 and a third working cavity 23, a brake pipe 7 and an air valve assembly 8 are communicated with the third working cavity 23, the main vehicle controls the main air pipe to be communicated with the first working cavity 21, after a brake pedal is stepped on, main vehicle compressed air enters the first working cavity 21 from the main control main air pipe of the main vehicle to push the main piston 4 to move downwards, the main piston 4 moves downwards to push a secondary piston (the air valve assembly 8) to be opened, the air in the air cylinder can directly enter the third working cavity 23 and then enters six brake pipes 7 to inflate the brake cylinder for braking of the brake cylinder, the number of the brake pipes 7 is larger than that of the main vehicle control main air pipes, the proportion difference between the stress surface of the first working chamber 21 and the stress surface of the third working chamber 23 is not smaller than the number value of the brake pipes 7, namely, the proportion difference between the stress surface of the main vehicle control main air pipe and the stress surface of the brake pipes 7 is not smaller than the number value of the brake pipes 7, specifically, when the relay valve works, the stress surface of the first working chamber 21 is a, the stress surface of the second working chamber 22 is d, the stress surface of the third working chamber 23 is c, the stress surface of the air valve assembly 8 is b, wherein a is more than 6 times of c, namely, the stress surface of the control main air pipe is more than 6 times of the stress surface of the brake pipes 7, so that the proportion difference between the stress surface of the main vehicle control main air pipe and the stress surface of the brake pipes 7 is increased, the problem that the air pressure acting force of the main air pipe controlled by the main vehicle cannot be absolutely pressed and positioned on the main piston 4 due to the opposition of the air pressure acting force of the third working chamber 23 in the later period is solved, so that the air supply valve cannot be maximally opened, and the air pressure acting force of the air bag cannot be weakened to achieve the braking force required by the heavy-duty vehicle is solved, namely, the air pressure acting force of the main air pipe controlled by the main vehicle can be absolutely pressed on the main piston 4 in the later period through increasing the proportion difference of the main piston 4, so that the space opened by the air valve assembly 8 is ensured, and the heavy-duty braking effect is achieved.

The a-column pressure regulating valve 14 includes a first valve body 1401, a first valve spool 1403, a first piston 1404, a pressure regulating piston stem 1405, and a first valve cap 1406, wherein the first valve body 1401 has an a-column valve cavity 1402 formed therein, the first valve spool 1403, the first piston 1404, and the first valve cap 1406 divide the a-column valve cavity 1402 into five chambers, i.e., a fourth working chamber 1412, a fifth working chamber 1413, a sixth working chamber 1414, a tenth working chamber 1415, and an eleventh working chamber 1416, a first vent hole 11 communicating the first working chamber 21 and the fifth working chamber 1413, a second vent hole 12 communicating the third working chamber 23 and the sixth working chamber 1414, and a third vent hole 13 communicating the second working chamber 22 and the tenth working chamber 1415 are formed in an inner wall of the main valve body 1, the pressure regulating piston stem 1405 slidably mounted in the first valve spool 1403 is formed in an end face of the first piston 1404, and the pressure regulating piston stem 1405 is formed in an end face thereof, and a first vent hole 1409 communicating the eleventh working chamber 1416 is formed in the pressure regulating piston 1404, the first valve cover 1406 is fixed with the first valve body 1401 through a detachable connection, the end part of the first valve cover 1406 is fixed with a first pressure regulating screw 1407 through a threaded connection, a first pressure regulating spring 1408 which is propped between the first piston 1404 and the first pressure regulating screw 1407 is arranged in the fourth working chamber 1412, the first pressure regulating spring 1408 is in a compression state, a first valve 1410 is arranged in the sixth working chamber 1414, one side of the first valve 1410, which is far away from the first piston 1404, is propped on the end surface of the pressure regulating piston valve stem 1405, the first valve 1410 blocks a first exhaust hole 1409, the other side of the first valve 1410 is provided with a first spring 1411, the first spring 1411 is in a compression state, the aperture of a limiting plate between the sixth working chamber 1414 and the tenth working chamber 1415 is larger than the spatial value of the outer diameter of the pressure regulating piston valve stem 1405 and is not smaller than the spatial value of the aperture of a main pressure regulating air pipe, the space value of the first valve 1410 far away from the sixth working chamber 1414 limiting plate is not less than the space value of the main vehicle control main air pipe aperture, the second vent hole 12 and the third vent hole 13 are the same as the main vehicle control main air pipe aperture, and the aperture of the first vent hole 11 is less than the main vehicle control main air pipe aperture.

When the brake is not applied, the first pressure regulating spring 1408 presses the first piston 1404 downwards, so that the pressure regulating piston valve rod 1405 is in close contact with the first valve 1410, and under the action of the first spring 1411, the first valve 1410 is blocked at the first vent hole 1409, and the space value of the first valve 1410 far away from the position limiting plate of the sixth working chamber 1414 is not less than the space values of the second vent hole 12 and the third vent hole 13;

when braking, the air in the control pipeline enters the first working chamber 21 through the main vehicle control main air pipe connector 51 and the main vehicle control main air pipe, then enters the fifth working chamber 1413 through the first vent hole 11 from the first working chamber 21, so as to achieve the control of the main piston 4 and the first piston 1404 on the main vehicle control main air pipe, and the sequential operation sequence of the main piston 4 and the first piston 1404 is divided due to the aperture difference between the first vent hole 11 and the main vehicle control main air pipe, at this time, the main piston 4 moves downwards to push the main valve rod, the vent hole is closed, the air supply valve is opened, the compressed air in the air storage cylinder inflates the branch pump brake chamber through the third working chamber 23, and simultaneously, part of the air forms air pressure acting force to the second working chamber 22 through the second vent hole 12, the space of the first valve 1410 far away from the limiting plate, and the third vent hole 13, because the apertures of the second vent hole 12 and the third vent hole 13 are the same as the spatial value of the first valve 1410 and the aperture spatial value of the main vehicle control main air pipe, the acting force of the air pressure of the air reservoir on the c surface and the d surface of the main piston and the acting force of the main vehicle control main air pipe on the a surface form a balanced opposition, at the initial stage, the air pressure of the brake chamber of the branch pump gradually increases with the gradual pressure increase of the main vehicle control main air pipe to form a synchronous pressure increase, the non-proportional output is realized, and the soft brake required by no-load is achieved, namely, the arrangement of the second vent hole 12, the third vent hole 13 and the first valve 1410 is increased, the acting force formed on the second working chamber 22 in the initial stage of braking forms a balanced opposition with the acting force of the main vehicle control main air pipe, and the soft performance required by no-load is ensured.

The B-column pressure regulating valve 9 comprises a second valve body 901, a second valve core 903, a second piston 904 and a second valve cover 909, wherein a B-column valve cavity 902 is formed in the second valve body 901, the second valve core 903, the second piston 904 and the second valve cover 909 divide the B-column valve cavity 902 into three chambers, namely a seventh working chamber 912, an eighth working chamber 913 and a ninth working chamber 914, a second exhaust hole 10 communicated with the ninth working chamber 914 is formed between the A-column pressure regulating valve 14 and the B-column pressure regulating valve 9, the second exhaust hole 10 is communicated with a first exhaust hole 1409 and an eleventh working chamber 1416, gas in the second working chamber 22 enters the ninth working chamber 914 through the first exhaust hole 1409 and the second exhaust hole 10, an exhaust hole 908 communicated with the seventh working chamber 912 is formed in the outer wall of the second valve body 901, a third exhaust hole 905 communicated with the seventh working chamber 912 and the eighth working chamber 913 is formed in the center of the second piston 904, the aperture of the first vent hole 1409, the aperture of the second vent hole 10 and the aperture of the third vent hole 905 do not exceed the aperture of the first vent hole 11, the aperture of a limiting plate between a sixth working chamber 1414 and a tenth working chamber 1415 is larger than the spatial value of the outer diameter of a pressure-regulating piston valve stem 1405 and is not smaller than the spatial value of the aperture of a main vehicle control main air pipe, a second valve cover 909 is fixed on a second valve body 901 through detachable connection, a second pressure-regulating screw 910 is fixed at the end part of the second valve cover 909 through threaded connection, a second pressure-regulating spring 911 which is propped between a second piston 904 and the second pressure-regulating screw 910 is arranged in a seventh working chamber 912, a second valve 906 is arranged in a ninth working chamber 914, a second spring 907 is arranged at one side of the second valve 906 which is far away from a second valve core 903, the second spring 907 is always in a compressed state, the second valve 906 is propped against the end surface of the second piston 904, the second valve 906 blocks the third vent hole 905, initially, the second valve 906 blocks the passage of the third exhaust hole 905 by the second pressure regulating spring 911, and the eighth working chamber 913 and the ninth working chamber 914 are always in a communication state.

When the air pressure acting force of the main control air pipe to the fifth working chamber 1413 is larger than the resistance of the first pressure regulating spring 1408 along with the descending of the pedal control master cylinder, the first piston 1404 is forced to move upwards, the first spring 1411 pushes the first valve 1410 to move upwards, and along with the continuous upward movement of the first piston 1404 and the pressure regulating piston valve rod 1405, after the first valve 1410 touches the limiting plate in the sixth working chamber 1414, the first valve 1410 stops moving, and simultaneously the channel is blocked, so that the gas in the third working chamber 23 can not continuously enter the second working chamber 22, and therefore, the length of the process of completing the soft braking process represented by the no-proportion output is determined by the resistance formed by the compression amount of the first spring 1411 on the first piston 1404 under the control of the first pressure regulating screw 1407.

With the downward movement of the pedal, the main vehicle controls the gradual increase of the air pressure of the main air pipe to push the pressure regulating piston valve stem 1405 to move upward continuously, the first exhaust hole 1409 is opened, at this time, the vacuum pressure of the second working chamber 22 enters the eighth working chamber 913 and the ninth working chamber 914 which are communicated through the first exhaust hole 1409 and the second exhaust hole 10, and the function of the a-column pressure regulating valve 14 is completed.

As the master pump continuously increases the air pressure of the main air pipe controlled by the main vehicle, the air pressure released by the air valve assembly 8 controlled by the valve rod of the main piston 4 is increased, and the resistance of the first valve 1410 is not continuously increased to the second working chamber 22, at this time, the proportion difference set by the main piston 4 starts to play a role, but the braking of the heavy vehicle also needs to be gradually boosted to achieve the effect of deceleration and parking, and the tires are not directly locked after pressure change.

The B-pillar pressure regulating valve 9 controls the vacuum pressure value and the discharge process of the second working chamber 22 for heavy-duty braking requirements, and the principle is as follows: when the main piston 4 moves downwards, the vacuum pressure of the second working chamber 22 and the eighth working chamber 913 and the ninth working chamber 914 which are communicated with each other increases, at this time, the vacuum pressure generates a force to the bottom of the second piston 904, so as to force the second piston 904 to move upwards, the second valve 906 moves upwards under the thrust of the second spring 907, after the second valve 906 moves upwards a little, the second valve 906 touches a limit plate arranged on the ninth working chamber 914, the second valve 906 stops, as the vacuum pressure continues to push the second piston 904, the valve rod of the second piston 904 leaves, the second valve 906 opens the third vent hole 905, a little vacuum gas passes through the third vent hole 905, the vent hole 908 is discharged out of the valve body, at this time, when the thrust of the vacuum pressure on the second piston 904 is smaller than the resistance value of the second pressure regulating spring 911, the second piston 904 can rapidly move downwards to close the third exhaust hole 905 (when a small amount of vacuum pressure gas is exhausted, the resistance of the vacuum pressure on the second working chamber 22 is reduced, the main piston 4 can move downwards a small amount, and the air pressure acting force of the air valve assembly 8 to the branch pump brake chamber is increased a small amount), so that the rest can be done, in a heavy load state, along with the gradual downward movement of the master cylinder, the master cylinder controls the air pressure of the main cylinder to the first working chamber, the relay valve can synchronously and gradually pressurize the branch pump brake chamber, and the setting of the proportion difference of the main piston 4 ensures the master controllability of the master cylinder controlling the main cylinder, so as to meet the heavy load brake demand. The length of the process is determined by the resistance formed by the second pressure regulating screw 910 to the second piston 904 by controlling the compression amount of the second pressure regulating spring 911, if emergency braking is needed, the relay valve can cater to the rapid pressurization of the main control air pipe of the main vehicle to achieve rapid pressurization to the branch pump control chamber, and the advantage of the difference of the values of the areas of the ac stress of the main piston is used for ensuring the absolute pressing of the air pressure acting force of the main control air pipe of the main vehicle to the main piston 4, so that the problems that the space for opening the air valve assembly 8 is reduced or closed due to the upward rebounding of the main piston 4 and the main valve rod caused by the acting force fed back to the c surface of the main piston 4 when the pressure is formed by six brake pipes communicated with the six branch pump brake chambers, the formed brake is powerless, and the deceleration effect is poor can be solved.

In conclusion, the invention is based on the original known structure of the main valve body assembly, the proportional difference of the stress area of the main piston of the relay valve, the space value of the aperture of each air hole and the change of the adjusting mode are carried out to perfect the applicability of the relay valve, so that the relay valve is suitable for controlling various main vehicle types, the braking requirements of soft and heavy treading on different load-carrying qualities of a heavy vehicle are met by catering to the change of the air pressure acting force of a main control pipe from small to large, the braking requirements of the heavy vehicle on different load-carrying qualities of the heavy vehicle are met, the trailer is gradually forced to a critical point where the tire is not locked, the optimal deceleration effect is achieved, and the economic loss of tire abrasion and the potential safety hazard of insufficient braking of the heavy vehicle caused by easy locking of the empty vehicle are solved.

With the descending of the master cylinder, the air pressure of the master control pipe (i.e. the master control main air pipe) rises, the conversion of the two-position three-way valve (i.e. the first valve 1410) by the a-column pressure regulating valve 14 is completed, the first exhaust hole 1409 is opened, and the discharge of the vacuum pressure of the second working chamber 22 is controlled by the B-column pressure regulating valve 9, so that the vacuum pump cannot be directly locked after the heavy load requirement is converted, and the effect of gradually increasing the force can be achieved by meeting the force application of the master cylinder with the requirement.

The arrangement of the A-column pressure regulating valve 14, the B-column pressure regulating valve 9 and the first vent hole 11 is used for controlling the output performance of the relay valve from small to large by catering to the main vehicle to control the main air pipe, so that the soft and heavy stepping automatic conversion is achieved, and the requirements of different vehicle types are met by non-conflict regulation of empty load and heavy load.

The utility model discloses a theory of operation does: fig. 4 is a schematic diagram showing the gas path flow when the a-column and B-column pressure regulating valves 14 and the main valve body 1 are arranged side by side, and in order to reduce the overall size during production, the B-column pressure regulating valve 9 is disposed on the side of the a-column pressure regulating valve 14, which leads to different appearances, but the gas path communication is not changed.

When the brake is used, the brake is divided into two conditions of empty brake and heavy brake, a main control air pipe of the main vehicle is connected with a control pipeline, an air cylinder is connected with an air cylinder air supply pipe 6, and an air supply main air pipe of the main vehicle is connected with a compressor.

The A-column pressure regulating valve 14 is used for fine adjustment of the influence of the air passing amount of different main vehicles on the no-load requirement without influencing the heavy-load performance.

The B-column pressure regulating valve 9 is used for adjusting the performance of heavy load corresponding to the air passing amount of different main vehicles according to the requirement of heavy load, and the no-load performance cannot be influenced

This application becomes effective two regulation control valves with dull pressure control valve for this relay valve both can guarantee that no-load braking is soft (A post pressure regulating), can guarantee again that heavy load braking is powerful (B post pressure regulating), thereby satisfies different motorcycle types, and the braking demand under the different loads guarantees the braking effect.

The details of the present invention, as well as those related to the prior art, are set forth in the detailed description and drawings for the purpose of providing a clear understanding to those skilled in the relevant art. The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. The utility model provides a two regulation are fit for accuse vary voltage and are controlled trailer relay valve, includes the main valve body (1) and main valve cap (5), the inside shaping of the main valve body (1) has main valve chamber (2), main valve body (1) upper end is fixed with main valve cap (5), the shaping has the intercommunication on main valve cap (5) main car control main trachea connector (51) in main valve chamber (2), main car control main trachea in main car control main trachea connector (51) joinable fixes main car control main trachea, main valve chamber (2) internal partitioning becomes first working chamber (21), second working chamber (22) and the three cavity of third working chamber (23), its characterized in that: the side wall of the main valve body (1) is provided with a double-regulation force control device, the double-regulation force control device comprises an A-column pressure regulating valve (14) and a B-column pressure regulating valve (9), the A-column pressure regulating valve (14) is fixed on the side wall of the main valve body (1), and the B-column pressure regulating valve (9) is fixed on the side wall of the A-column pressure regulating valve (14);

the A-column pressure regulating valve (14) comprises a first valve body (1401), a first valve spool (1403), a first piston (1404), a pressure regulating piston valve rod (1405) and a first valve cover (1406), an A-column valve cavity (1402) is formed in the first valve body (1401), the first valve spool (1403), the first piston (1404) and the first valve cover (1406) divide the A-column valve cavity (1402) into a fourth working chamber (1412), a fifth working chamber (1413), a sixth working chamber (1414), a tenth working chamber (1415) and an eleventh working chamber (1416), a first vent hole (11) which is communicated with the first working chamber (21) and the fifth working chamber (1413) is formed in the inner wall of the main valve body (1), a second vent hole (12) which is communicated with the third working chamber (23) and the sixth working chamber (1414) is formed in the main valve body (1), a third vent hole (13) which is communicated with the second working chamber (22) and the tenth working chamber (1414) is formed in the first valve spool (1409), and a pressure regulating piston valve rod (1403) is formed in a sliding manner, and a pressure regulating piston valve rod (1404) end face (1404) is formed in the eleventh valve rod (1416);

the B-column pressure regulating valve (9) comprises a second valve body (901), a second valve core (903), a second piston (904) and a second valve cover (909), wherein a B-column valve cavity (902) is formed in the second valve body (901), the second valve core (903), the second piston (904) and the second valve cover (909) divide the B-column valve cavity (902) into three chambers, namely a seventh working chamber (912), an eighth working chamber (913) and a ninth working chamber (914), a second exhaust hole (10) communicated with the ninth working chamber (914) is formed between the A-column pressure regulating valve (14) and the B-column pressure regulating valve (9), the second exhaust hole (10) is communicated with a first exhaust hole (1409) and an eleventh working chamber (1416), an exhaust hole (908) communicated with the seventh working chamber (912) is formed in the outer wall of the second valve body (901), and a third exhaust hole (913) communicated with the seventh working chamber (912) and the eighth working chamber (905) is formed in the center of the second piston (904).

2. The dual modulation adaptive variable pressure controlled trailer relay valve of claim 1, wherein: the main valve body (1) is correspondingly provided with brake pipes (7), the number of the brake pipes (7) is larger than that of main valve control main air pipes, the proportional difference between the stress surface of the first working chamber (21) and the stress surface of the third working chamber (23) is not smaller than the number value of the brake pipes (7), namely the proportional difference between the stress surface of the main valve control main air pipes and the stress surface of the brake pipes (7) is not smaller than the number value of the brake pipes (7).

3. The dual-regulation adaptive variable-pressure controlled trailer relay valve as claimed in claim 2, wherein: the first valve cover (1406) is fixed with the first valve body (1401) through a detachable connection, a first pressure regulating screw (1407) is fixed at the end of the first valve cover (1406) through a threaded connection, a first pressure regulating spring (1408) abutted between the first piston (1404) and the first pressure regulating screw (1407) is arranged in the fourth working chamber (1412), and the first pressure regulating spring (1408) is in a compressed state.

4. The dual-regulation adaptive variable-pressure controlled trailer relay valve as claimed in claim 3, wherein: a first valve (1410) is arranged in the sixth working chamber (1414), one side, far away from the first piston (1404), of the first valve (1410) abuts against the end face of the valve rod (1405) of the pressure regulating piston, the first valve (1410) blocks the first exhaust hole (1409), a first spring (1411) is arranged on the other side of the first valve (1410), and the first spring (1411) is in a compressed state.

5. The dual-regulation adaptive variable-pressure controlled trailer relay valve as claimed in claim 4, wherein: the second valve cover (909) is detachably connected and fixed on the second valve body (901), a second pressure regulating screw (910) is fixed at the end of the second valve cover (909) through threaded connection, and a second pressure regulating spring (911) which is abutted between the second piston (904) and the second pressure regulating screw (910) is arranged in the seventh working chamber (912).

6. The dual modulation adaptive variable pressure controlled trailer relay valve of claim 5, wherein: a second valve (906) is arranged in the ninth working chamber (914), a second spring (907) is arranged on one side, away from the second valve core (903), of the second valve (906), the second spring (907) is in a compressed state all the time, the second valve (906) abuts against the end face of the second piston (904), and the second valve (906) blocks the third exhaust hole (905).

7. The dual-regulation adaptive variable-pressure controlled trailer relay valve as claimed in claim 6, wherein: the aperture of the first exhaust hole (1409), the second exhaust hole (10) and the third exhaust hole (905) does not exceed the aperture of the first vent hole (11).

8. The dual-regulation adaptive variable-pressure controlled trailer relay valve as claimed in claim 7, wherein: the aperture of a limiting plate between the sixth working chamber (1414) and the tenth working chamber (1415) is larger than the spatial value of the outer diameter of the pressure regulating piston valve rod (1405) and not smaller than the spatial value of the aperture of a main control air pipe.

9. The dual modulation adaptive variable pressure controlled trailer relay valve of claim 8, wherein: the space value of the first valve (1410) far away from the sixth working chamber (1414) limiting plate is not less than the space value of the main control main air pipe aperture of the main vehicle.

10. The dual-regulation adaptive variable-pressure controlled trailer relay valve as claimed in claim 9, wherein: the second vent hole (12) and the third vent hole (13) are the same as the main vehicle control main air pipe in diameter, and the first vent hole (11) is smaller than the main vehicle control main air pipe in diameter.