A cushion joint and brake valve control assembly

Abstract

The application discloses a kind of easing joint and brake valve control components, wherein easing joint includes: joint body, with air inlet, air outlet, the communication channel of communication air inlet and air outlet;Baffle, with the clearance portion between the inner side wall of joint body and movably arranged in communication channel;First barrier, it is arranged in communication channel, with the first abutment part for abutting with baffle;Second barrier, it is arranged in communication channel and between first barrier and air outlet, and when baffle and second barrier abut, the channel area between air inlet and air outlet at the position where second barrier is arranged will reduce.The easing joint of the application can slow down the transmission speed of air pressure on the tire that needs slower response when braking by setting easing joint between brake valve and brake master cylinder, prevent tire lockout, better realize trailer each wheel braking coordination, realize smooth braking, and reduce tire wear.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, and in particular to a easing joint and brake valve control assembly. Background Technology

[0002] In existing trailer systems, the height limitation of the tractor unit results in a front-high, rear-low trailer configuration. Trailers typically have two or three rows of axles, and the grip strength of the tires on each row differs. Generally, the tires at the rear of the trailer bear greater load and therefore have a stronger grip than the tires at the front. This difference in grip strength leads to different braking response speeds. If tires with lower grip strength brake at the same rate, they are prone to locking up or axle bouncing, creating a braking asynchrony with the tires with higher grip strength. This can cause the front axle tires to drag after braking, accelerating wear and shortening tire life. However, current brake valves uniformly control the braking of different rows of tires, which is clearly insufficient for effective control based on actual conditions. Summary of the Invention

[0003] The purpose of this invention is to provide a buffer joint to overcome the shortcomings of the prior art. It can reduce the braking response speed, better achieve braking coordination of each row of axles of the trailer, reduce tire wear, and extend tire service life.

[0004] This invention provides a buffer joint, comprising:

[0005] The connector body has an air inlet, an air outlet, and a connecting channel connecting the air inlet and the air outlet;

[0006] A baffle plate is provided with a gap between itself and the inner wall of the connector body and is movably disposed within the communication channel;

[0007] A first blocking member is disposed within the communicating channel and has a first abutting portion for abutting against the baffle.

[0008] A pressure relief channel is provided on the baffle and / or on the first blocking member, so that after the baffle abuts against the first abutting part, the air outlet is connected to the air inlet through the pressure relief channel;

[0009] The second blocking member is disposed in the communication channel and located between the first blocking member and the air outlet. It has a second abutting portion for abutting against the baffle, and when the baffle abuts against the second abutting portion, the communication channel located at the position of the second abutting portion is partially covered.

[0010] Furthermore, the second blocking member is provided with a through hole connecting the air inlet and the air outlet, and the baffle is provided with a buffer air hole. After the baffle abuts against the second abutting part, the baffle covers the through hole and connects the air inlet and the air outlet through the buffer air hole.

[0011] Furthermore, the inner wall of the connector body has an inwardly protruding positioning support portion that supports the first blocking member; the first blocking member is in clearance fit with the communicating channel.

[0012] The buffer joint also has a detachable positioning element that is fixed to the inner wall of the joint body, the positioning element abutting against the top of the first blocking element.

[0013] Furthermore, the first blocking member has an annular support portion and an annular shoulder portion protruding outward from the annular support portion, the annular shoulder portion abutting against the positioning support portion; the first abutting portion is disposed on the annular support portion near one end of the second blocking member.

[0014] Furthermore, the pressure relief channel includes a buffer vent provided on the baffle and / or the pressure relief channel includes a connecting hole provided on the first blocking member.

[0015] Furthermore, the second blocking member is provided with a sealing ring positioning groove, and a sealing ring adapted to the baffle is positioned in the sealing ring positioning groove.

[0016] Furthermore, the connector body has an upper body and a lower body that is fixedly connected to the upper body; the communication channel includes an upper channel disposed in the upper body and a lower channel disposed in the lower body, the size of the upper channel being larger than the size of the lower channel; the baffle is movable in the upper channel, and the second blocking member is one end of the lower body.

[0017] Furthermore, the easing connector also has a variable diameter adapter that is detachably connected and fixed to the connector body. The first end of the variable diameter adapter is threadedly connected to the connector body, and the second end of the variable diameter adapter is provided with an adapter portion for connecting to the air outlet of the brake valve.

[0018] A brake valve control assembly includes the aforementioned easing connector, brake valve, and brake cylinder, wherein the air inlet of the easing connector is connected to the air outlet of the brake valve, and the air outlet of the easing connector is connected to the brake air chamber of the brake cylinder.

[0019] Furthermore, a quick-release connector is provided between the air outlet of the buffer connector and the brake caliper. The quick-release connector has a housing, a quick-release air inlet, a quick-release air outlet, a quick-release venting channel, a one-way diaphragm, and an air inlet channel, all provided on the housing.

[0020] The quick exhaust air inlet is connected to the air outlet of the buffer joint, the quick exhaust air outlet is connected to the air inlet of the brake cylinder, the quick exhaust air inlet and the quick exhaust air outlet are connected through an air intake channel, and the quick exhaust vent channel is connected to the air intake channel and the outside.

[0021] The unidirectional diaphragm is slidably disposed within the air intake channel and, in the braking state, blocks the air intake of the quick exhaust channel so that the brake air pressure enters the brake cylinder through the quick exhaust port; and after the brake is released, it moves away from the air intake of the quick exhaust channel.

[0022] Compared to existing technologies, this invention, through this embodiment, slows down the transmission speed of air pressure to the tires that require a slower braking response by incorporating a buffer joint between the brake valve and the brake caliper. This buffer joint, by including an internal baffle, reduces the size of the pressure transmission channel, thereby lowering the pressure transmission speed and slowing down the braking response. This prevents asynchronous braking of the front and rear tires, resulting in better braking coordination of the trailer, reduced tire wear, and extended tire lifespan. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of the buffer joint disclosed in an embodiment of the present invention;

[0024] Figure 2 yes Figure 1 Exploded view;

[0025] Figure 3 yes Figure 1 The main view;

[0026] Figure 4 yes Figure 3 A sectional view in the direction of A;

[0027] Figure 5 This is a schematic diagram of the structure of the joint body in the buffer joint disclosed in the embodiment of the present invention;

[0028] Figure 6 This is a cross-sectional view of the connector body in the buffer connector disclosed in the embodiment of the present invention;

[0029] Figure 7 This is a first structural schematic diagram of the first blocking member in the buffer joint disclosed in an embodiment of the present invention;

[0030] Figure 8This is a first structural schematic diagram of the first blocking member in the buffer joint disclosed in an embodiment of the present invention;

[0031] Figure 9 This is a schematic diagram of the structure of the baffle in the buffer joint disclosed in an embodiment of the present invention;

[0032] Figure 10 This is a schematic diagram of the structure of the brake valve control assembly disclosed in an embodiment of the present invention;

[0033] Figure 11 yes Figure 10 Exploded view;

[0034] Figure 12 This is a schematic diagram of the internal structure of the brake valve control assembly disclosed in an embodiment of the present invention;

[0035] Explanation of reference numerals in the attached drawings: 1-Connector body, 11-Inlet, 12-Outlet, 13-Connecting channel, 131-Upper channel, 132-Lower channel, 14-Positioning support, 15-Snap ring positioning groove, 16-Upper body, 17-Lower body, 2-Baffle, 20-Gap, 21-Buffer vent, 3-First blocking element, 31-First abutting part, 32-Annular support, 320-Blocking element perforation, 321-Pressure relief channel, 33-Annular shoulder, 4-Second blocking element, 41-Second abutting part, 42-Sealing ring positioning groove, 6-Sealing ring, 7-Reducing adapter, 71-Adapter, 100-Softening connector, 200-Quick exhaust connector, 201-Housing, 202-Quick exhaust inlet, 203-Quick exhaust outlet, 204-Quick exhaust venting channel, 205-One-way diaphragm, 206-Inlet channel. Detailed Implementation

[0036] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0037] like Figure 1-9 As shown in the figure, this invention discloses a pressure relief connector, including a connector body 1, a baffle 2, a first blocking member 3, a pressure relief channel 321, and a second blocking member 4.

[0038] The connector body 1 has an air inlet 11, an air outlet 12, and a connecting channel 13 connecting the air inlet 11 and the air outlet 12. A gap 20 is provided between the baffle 2 and the inner sidewall of the connector body 1, and the presence of the gap 20 allows the baffle 2 to be movably disposed within the connecting channel 13.

[0039] Under the pressure of air, the baffle 2 can move along the extension direction of the connecting channel 13 and move between the first blocking member 3 and the second blocking member 4. The first blocking member 3 and the second blocking member 4 serve as two stroke limiters for the movement of the baffle 2 to restrict its movement.

[0040] Specifically, the first blocking member 3 is disposed within the communicating channel 13 and has a first abutting portion 31 for abutting against the baffle 2. The first abutting portion 31 is used to abut against the upper end of the baffle 2.

[0041] The pressure relief channel 321 is provided on the baffle 2 and / or on the first blocking member 3, so that after the baffle 2 abuts against the first abutting part 31, the air outlet 12 is connected to the air inlet 11 through the pressure relief channel 321.

[0042] The second blocking member 4 is disposed within the communicating channel 13 and located between the first blocking member 3 and the air outlet 12. It has a second abutting portion 41 for abutting against the baffle 2. When the baffle 2 abuts against the second abutting portion 41, the communicating channel 13 located at the position of the second abutting portion 41 is partially covered, that is, the flow area connecting the air inlet 11 and the air outlet 12 located at the position of the second abutting portion 41 is reduced. The baffle 2 acts as a blocking member that changes the area of ​​the communicating channel between the air inlet 11 and the air outlet 12, thereby changing the flow area between the air inlet 11 and the air outlet 12.

[0043] During braking, the brake air pressure from the brake valve enters the connecting channel 13 through the air inlet 11 and finally enters the brake caliper through the air outlet 12 to brake the corresponding tire. After entering the connecting channel 13, the brake air pressure pushes the baffle 2 towards the second blocking member 4, eventually causing the baffle 2 to abut against the second blocking member 4. After the baffle 2 abuts against the second blocking member 4, it partially covers the connecting channel 13 at the position of the second blocking member 4, thereby reducing the area of ​​air pressure flow between the air inlet 11 and the air outlet 12, thus reducing the speed at which air pressure is transmitted to the brake caliper, and effectively reducing the braking response speed. After the brake is released, the air pressure in the brake caliper needs to be transferred to the brake valve for depressurization. Specifically, the air pressure to be unloaded in the brake caliper flows from the outlet 12 to the inlet 11. After entering the outlet 12, the air pressure pushes the baffle 2 to move towards the first blocking member 3, and finally makes the baffle 2 abut against the first blocking member 3. Then the air pressure enters the inlet 11 through the depressurization channel 321 and finally enters the brake valve through the inlet 11.

[0044] The buffer joint of the present invention slows down the transmission speed of air pressure on the tires that require a slower response when braking by setting a buffer joint between the brake valve and the brake caliper. This prevents the tires from locking up, better achieves the braking coordination of each wheel of the trailer, realizes smooth braking, and reduces tire wear.

[0045] As a preferred embodiment, the second abutment portion 41 can be a limiting ring provided on the side wall of the connecting channel 13, with a through hole in the middle of the limiting ring, allowing air pressure to enter the air outlet 12 through the air inlet 11. The baffle 2 has a buffer air hole 21. When the baffle 2 moves within the connecting channel 13, when the baffle 2 moves to abut against the second abutment portion 41, it will block the through hole on the second abutment portion 41, so that the air pressure entering from the air inlet 11 can only reach the air outlet 12 through the buffer air hole 21 on the baffle 2. This can change the cross-section of the flow channel during the air pressure flow between the air inlet 11 and the air outlet 12, thereby changing the air pressure transmission speed between the air inlet 11 and the air outlet 12.

[0046] The above is only one embodiment. The second abutment 41 can also be other structures. For example, the second abutment 41 includes several support columns spaced circumferentially along the inner sidewall of the connecting channel. After the baffle 2 abuts against the second abutment 41, it can cover part of the connecting channel 13 located at the position of the second abutment 41, thereby also changing the transmission speed of air pressure. In this embodiment, after the baffle 2 abuts against the second abutment 41, air pressure is transmitted not only through the buffer air holes 21 on the baffle 2 but also through the position of the second abutment 41 not covered by the baffle 2. In addition, in another embodiment, the second abutment 41 can also be a mesh structure provided on the sidewall of the connecting channel 13. After the baffle 2 abuts against the second abutment 41, it covers part of the mesh on the second abutment 41, and air pressure can be transmitted through the uncovered mesh. It should be noted that when the second abutment 41 is mesh or when the second abutment 41 is provided with connecting through holes, the buffer air holes 21 on the baffle 2 may not be provided.

[0047] In this embodiment, the purpose of the baffle 2 is to reduce the flow area of ​​the connecting channel 13, thereby reducing the speed at which air pressure is transmitted from the outlet 12. Therefore, any structure that can theoretically reduce the air pressure transmission rate within the connecting channel 13 can be used as an equivalent replacement. However, compared to the preferred embodiment of this application, where the baffle 2 closes the through hole on the second blocking member 4 and only allows air pressure to be transmitted through the buffer air hole 21 on the baffle 2, the air pressure transmission speed is difficult to control. In the preferred embodiment of this application, air is only allowed to pass through the buffer air hole 21 on the baffle 2, making the through hole the only variable. This allows for easy control of the channel area connecting the inlet 11 and the outlet 12 by changing the size of the buffer air hole 21, thereby controlling the air pressure transmission speed and better achieving the adjustment of the air pressure transmission speed by the buffer connector.

[0048] In this embodiment, the air inlet 11 can be connected to the air outlet of the trailer brake valve, and the air outlet 12 is connected to the trailer brake caliper. During braking, the brake air pressure generated by the brake valve enters the connecting channel 13 through the air inlet 11 and is transmitted to the brake chamber of the brake caliper through the air outlet 12, thereby generating braking. In this embodiment, since a baffle 2 is provided and a buffer air hole 21 is provided on the baffle, when the baffle 2 abuts against the second abutment part 4, the baffle 2 blocks the through hole on the second abutment part 4, so that the air inlet 11 and the air outlet 12 can only be connected through the buffer air hole 21 on the baffle 2. In this way, the air pressure generated from the brake valve outlet can only enter the brake caliper through the buffer air hole 21. Since the diameter of the buffer air hole 21 is small, it effectively reduces the transmission speed of the air pressure transmitted to the brake chamber of the brake caliper. This reduction in transmission speed can effectively reduce the braking response speed generated by the brake caliper, thereby avoiding tire lock-up caused by excessive braking response. The size and number of buffer air holes 21 on the baffle 2 can be adjusted according to actual needs to achieve different braking effects, meet diverse requirements, and improve the applicability of the buffer joint.

[0049] In existing trailer systems, the rear wheel area typically features two or three rows of axles. The grip strength of the tires on different rows of axles varies, with the tires at the rear generally bearing a greater load and thus exhibiting greater grip compared to the tires at the front. This difference in grip strength results in different braking response speeds. If a tire with lower grip strength brakes at the same rate as a tire with higher grip strength, axle bouncing and tire dragging can occur, leading to asynchronous braking. This dragging of the front tires after braking exacerbates wear and shortens tire lifespan. This embodiment addresses this by using a buffer joint between the brake valve and the brake caliper to slow the air pressure delivery to the tires requiring a slower braking response. This reduces the braking response speed, preventing asynchronous braking between the front and rear tires, improving trailer braking coordination, reducing tire wear, and extending tire lifespan.

[0050] After the brake is released, the air pressure of the brake caliper needs to be released through the brake valve. In order to facilitate and quickly release the pressure, a pressure release channel 321 is provided in this embodiment. The pressure release channel 321 can be provided on the baffle 2, the first abutment part 31, or both. At the same time, the gap 20 provided between the baffle 2 and the connecting channel 13 also plays an important role in releasing pressure before the baffle 2 abuts the first abutment part 31. During the process of the baffle 2 moving towards the first abutment part 31, the pressure release air can enter the air inlet 11 through the gap 20 and finally return to the pressure release chamber in the brake valve.

[0051] Therefore, in this embodiment, the gap 20 provided between the baffle 2 and the inner wall of the connecting channel 13 not only facilitates the sliding of the baffle 2 along the connecting channel 13, but also serves as a channel circuit for the rapid pressure relief of the brake chamber of the brake caliper. During the brake release process, the brake pressure in the brake chamber of the brake caliper enters the connecting channel 13 through the outlet 12 and pushes the baffle 2 towards the first blocking member 3. During this movement, the brake pressure to be released can return to the brake valve through the gap 20 between the baffle 2 and the inner wall of the connecting channel 13 and through the inlet 11, and finally be discharged through the brake valve. At the same time, the brake pressure to be released can also be transmitted to the brake valve through the through hole on the baffle 2. When the baffle 2 abuts against the first blocking member 3, it is then depressurized through the pressure relief channel 321. It should be noted that before the baffle 2 abuts against the first blocking member 3, the pressure relief channel 321 also participates in the transmission of the pressure to be unloaded towards the inlet 11.

[0052] The pressure relief channel 321 can be a buffer air hole 21 provided on the baffle 2, or it can be a connecting hole provided on the first blocking member 3. The connecting hole is used to transmit the pressure transmitted from the air outlet 12 to the air inlet 11 after the first blocking member 3 abuts against the baffle 2.

[0053] In this embodiment, the baffle 2 can be replaced to adjust the size of the air hole of the buffer air hole 21 and the size of the gap 20 between the baffle 2 and the inner wall of the connecting channel 13, so that the entire buffer joint can be adapted to various needs and improve the applicability of the buffer joint.

[0054] To facilitate the replacement of the baffle 2, in this embodiment, the first blocking member 3 is detachably mounted and fixed to the connector body 1, allowing it to be detachably mounted and fixed within the communicating channel 13. Specifically, the inner wall of the connector body 1 has an inwardly protruding positioning support portion 14 that supports the first blocking member 3. The first blocking member 3 is clearance-fitted with the communicating channel 13. The buffer connector also has a positioning member detachably mounted and fixed to the inner wall of the connector body 1, which abuts against the top of the first blocking member 3.

[0055] The positioning support 14 supports and positions the first blocking member 3. After support and positioning, the other end of the first blocking member 3 is positioned by a detachable and fixed positioning member, thereby realizing the installation and fixation of the first blocking member 3. In this embodiment, the first blocking member 3 is detachably and fixed by a detachable and fixed positioning member, thus facilitating the detachable and fixed installation of the baffle 2.

[0056] Specifically, in this embodiment, the first blocking member 3 has an annular support portion 32 and an annular shoulder portion 33 protruding outward from the annular support portion 32. The annular shoulder portion 33 abuts against the positioning support portion 14, and the positioning support portion 14 supports and positions the annular support portion 32 by supporting and positioning the annular shoulder portion 33. The first abutting portion 31 is disposed on the annular support portion 32 near one end of the second blocking member 4. In this embodiment, the pressure relief channel 321 can be disposed on the annular support portion 32 or as a connecting through hole on the annular shoulder portion 33.

[0057] A blocking perforation 320 is provided at the middle position of the annular support portion 32, which connects the air inlet 11 and the air outlet 12. After the baffle 2 abuts against the first abutting portion 31, the baffle 2 covers the blocking perforation 320. In order to quickly unload the air pressure from the brake caliper to release the brake, the brake air pressure of the brake caliper needs to enter the air inlet 11 through the air outlet 12 and then enter the brake valve. When the baffle 2 abuts against the first abutting portion 31 to cover the blocking perforation 320, it will affect the pressure relief operation of the brake caliper. Therefore, the setting of the pressure relief channel 321 can effectively eliminate the brake release effect caused by the baffle 2 covering the blocking perforation 320. In this embodiment, the pressure relief channel 321 includes several connecting holes provided on the side wall of the annular support portion 32 and penetrating the side wall of the annular support portion 32. The connecting hole penetrates the annular support portion 32 in the transverse direction and connects to the blocking member through hole 320. The pressure relief channel 321 allows the baffle 2 to enter the blocking member through hole 320 after covering it, thereby connecting the air inlet 11 and the air outlet 12, thus facilitating the pressure relief operation of the brake caliper. In this embodiment, multiple pressure relief channels 321 can be provided and arranged at intervals along the outer side wall of the annular support portion 32. The pressure relief channel 321 can be provided at one end of the upper side wall of the annular support portion 32 near the first abutment portion 31.

[0058] In another embodiment, the first blocking member 3 can be a mesh structure, and the pressure relief channel 321 is an unobstructed mesh opening on the first blocking member 3 after the baffle plate abuts against it. Alternatively, in another embodiment, the first blocking member 3 includes a plurality of support columns spaced circumferentially along the inner sidewall of the connecting channel 13, and the gaps formed between the support columns constitute the pressure relief channel 321. The support columns only serve to block the baffle plate 2.

[0059] In this embodiment, the positioning element can be a snap ring disposed on the connector body 1. The inner sidewall of the connector body 1 has a snap ring positioning groove 15 adapted to the snap ring, and the snap ring positioning groove 15 is disposed on the upper side of the positioning support part 14.

[0060] Furthermore, the second blocking member 4 is provided with a sealing ring positioning groove 42, in which a sealing ring 6 adapted to the baffle 2 is positioned. The purpose of the sealing ring 6 on the second blocking member 4 is to ensure the sealing between the baffle 2 and the second blocking member 4 when the baffle 2 abuts against the second blocking member 4, so that the air pressure can only be transmitted between the air inlet 11 and the air outlet 12 through the only buffer air hole 21 on the baffle 2, so as to better control the transmission of air pressure.

[0061] Specifically, the connector body 1 has an upper body 16 and a lower body 17 fixedly connected to the upper body 16; the communication channel 13 includes an upper channel 131 disposed in the upper body 16 and a lower channel 132 disposed in the lower body 17. The cross-sectional dimension of the upper body 16 is larger than that of the lower body 17, and the dimension of the upper channel 131 is also larger than that of the lower channel 132; the baffle 2 is movable in the upper channel 131, and the second blocking member 4 is one end of the lower body 17. Since the cross-sectional dimension of the lower body 17 is smaller than that of the upper body 16, when the lower body 17 and the upper body 16 are coaxially arranged, part of the lower body 17 can extend into the upper body 16 at a position opposite to the upper channel 131, thereby forming the second blocking member 4.

[0062] Furthermore, the buffer connector also includes a reducing adapter 7 that is detachably connected and fixed to the connector body 1. The first end of the reducing adapter 7 is threadedly connected to the connector body 1, and the second end of the reducing adapter 7 is provided with an adapter portion 71 for connecting to the air outlet of the brake valve. The reducing adapter 7 facilitates the connection of the connector body 1 with different brake valves, thereby achieving the applicability of the buffer connector. The adapter portion 71 on the reducing adapter 7 is provided with external threads to facilitate connection with the air pipe connected to the brake valve.

[0063] like Figure 10-12 As shown, an embodiment of the present invention also discloses a brake valve control assembly, including the aforementioned easing connector 100, brake valve, and brake cylinder. The air inlet 11 of the easing connector 100 is connected to the air outlet of the brake valve, and the air outlet of the easing connector is connected to the brake air chamber of the brake cylinder.

[0064] During the braking process of the brake valve control assembly, the brake air pressure generated by the brake valve enters the connecting channel 13 through the air inlet 11 and is transmitted to the brake chamber of the brake cylinder through the air outlet 12, thereby generating braking. In this embodiment, since a baffle 2 is provided and a buffer air hole 21 is provided on the baffle, the brake air pressure entering from the air inlet 11 pushes the baffle 2 to move towards the air outlet 12. The second abutment part 4 is provided in front of the air outlet 12. Therefore, when the baffle 2 abuts against the second abutment part 4 during its movement towards the air outlet 12, the baffle 2 blocks the through hole on the second abutment part 4, so that the air inlet 11 and the air outlet 12 can only be connected through the buffer air hole 21 on the baffle 2. In this way, the air pressure generated from the brake valve outlet can only enter the brake cylinder through the buffer air hole 21. Since the diameter of the buffer air hole 21 is small, the transmission speed of the brake air chamber pressure transmitted to the brake cylinder is effectively reduced. This reduction in transmission speed can effectively reduce the braking response speed generated by the brake cylinder, thereby avoiding tire lock-up caused by excessive braking response. Simultaneously, during the brake air pressure unloading process, the air pressure to be released from the brake cylinder transmitted from the air outlet 12 pushes the baffle 2 towards the air inlet 11. During the movement, part of the air pressure to be unloaded enters the air inlet 11 through the gap 20 between the baffle 2 and the inner side wall of the connecting channel 13, and then enters the brake valve through the air inlet to be discharged. After the baffle 2 completely abuts against the first blocking member 3, the air pressure to be unloaded can only be transmitted to the air inlet 11 through the buffer air hole 21 on the baffle 2 and the pressure relief channel 321 on the annular support 32, and then enters the brake valve through the air inlet 11 for unloading.

[0065] Furthermore, in order to facilitate the unloading of brake air pressure in the brake caliper during the brake release process, a quick-release connector 200 is also provided between the air outlet 12 of the relief connector 100 and the brake caliper. The quick-release connector 200 has a housing 201, a quick-release air inlet 202, a quick-release air outlet 203, a quick-release venting channel 204, a one-way diaphragm 205, and an air inlet channel 206 provided on the housing 201.

[0066] The quick exhaust air inlet 202 is connected to the air outlet 12 of the buffer joint 100, the quick exhaust air outlet 203 is connected to the air inlet of the brake cylinder, the quick exhaust air inlet 202 and the quick exhaust air outlet 203 are connected through the air inlet channel 206, and the quick exhaust venting channel 204 connects the air inlet channel 206 to the outside.

[0067] The one-way diaphragm 205 is slidably disposed within the air intake channel 206 and, in the braking state, blocks the air intake of the quick exhaust channel 204 so that the brake air pressure enters the brake cylinder through the quick exhaust port 203; and after the brake is released, it moves away from the air intake of the quick exhaust channel 204 to open the quick exhaust channel 204 so that the air pressure is released quickly to achieve rapid brake release.

[0068] The one-way diaphragm 205 has a body and an oblique guide portion provided at the edge of the body. The oblique guide portion enables the air pressure to move in one direction, reaching the air outlet 12 only through the air inlet 11. The body is used to cover and block the fast exhaust passage 204 during braking.

[0069] The above description, based on the embodiments shown in the figures, details the structure, features, and effects of the present invention. The above description is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, that do not exceed the spirit covered by the specification and figures, should be within the protection scope of the present invention.

Claims

1. A brake valve control assembly characterized by: The buffer joint, the brake valve and the brake master cylinder, the air inlet of the buffer joint is communicated with the air outlet of the brake valve, the air outlet of the buffer joint is communicated with the brake chamber of the brake master cylinder, the buffer joint comprises: The joint body has an air inlet, an air outlet and a communication channel communicating the air inlet and the air outlet; The baffle is provided with a gap between the inner side wall of the joint body and is movably arranged in the communication channel; The first blocking piece is arranged in the communication channel and has a first abutting portion for abutting with the baffle; The pressure relief channel is arranged on the baffle and / or the first blocking piece, so that the air outlet is communicated to the air inlet through the pressure relief channel after the baffle abuts with the first abutting portion; The second blocking piece is arranged in the communication channel and located between the first blocking piece and the air outlet, has a second abutting portion for abutting with the baffle, and the communication channel at the position of the second abutting portion is partially covered after the baffle abuts with the second abutting portion; The second blocking piece is provided with a through hole communicating the air inlet and the air outlet, the baffle is provided with a buffer hole, and the baffle covers the through hole and makes the air inlet and the air outlet communicated through the buffer hole after the baffle abuts with the second abutting portion; The size and number of the buffer hole on the baffle are adjusted to achieve different brake effects; The inner side wall of the joint body has a positioning support portion protruding inward and supporting the first blocking piece; the first blocking piece is in clearance fit with the communication channel; the buffer joint further has a positioning piece detachably mounted and fixed on the inner side wall of the joint body, and the positioning piece abuts with the top of the first blocking piece.

2. The brake valve control assembly of claim 1, wherein: The first blocking piece has an annular support portion and an annular shoulder portion protruding outward from the annular support portion, and the annular shoulder portion abuts with the positioning support portion; the first abutting portion is arranged on the annular support portion close to one end of the second blocking piece.

3. The brake valve control assembly of claim 1, wherein: The pressure relief channel includes a buffer hole arranged on the baffle and / or the pressure relief channel includes a connecting hole arranged on the first blocking piece.

4. The brake valve control assembly of claim 1, wherein: The second blocking piece is provided with a sealing ring positioning groove, and a sealing ring matched with the baffle is positioned in the sealing ring positioning groove.

5. The brake valve control assembly of claim 1, wherein: The joint body has an upper body and a lower body fixedly connected with the upper body; the communication channel includes an upper channel arranged in the upper body and a lower channel arranged in the lower body, and the size of the upper channel is larger than that of the lower channel; the baffle moves in the upper channel, and the second blocking piece is one end of the lower body.

6. The brake valve control assembly of claim 1, wherein: The buffer joint further has a variable-diameter adapter detachably connected and fixed with the joint body, a first end of the variable-diameter adapter is threadedly connected with the joint body, and a second end of the variable-diameter adapter is provided with an adapter portion for connecting with the air outlet of the brake valve.

7. The brake valve control assembly of claim 1, wherein: The air outlet of the buffer joint is further provided with a quick exhaust joint between the brake master cylinder, the quick exhaust joint has a housing, a quick exhaust inlet arranged on the housing, ​ The air inlet, the quick exhaust air inlet, the quick exhaust air passage, the one-way eardrum and the air inlet passage; the quick exhaust air inlet is communicated with the air outlet of the buffer joint, the quick exhaust air outlet is communicated with the air inlet of the brake cylinder, the quick exhaust air inlet and the quick exhaust air outlet are communicated through the air inlet passage, the quick exhaust air passage communicates the air inlet passage with the outside world; the one-way eardrum is slidably arranged in the air inlet passage and blocks the air inlet of the quick exhaust air passage in the braking state to make the brake air pressure enter the brake cylinder through the quick exhaust air outlet; and after the brake is released, the one-way eardrum is away from the air inlet of the quick exhaust air passage.

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