A dual-adjustable and adaptive variable-pressure power-control trailer relay valve

Abstract

The present invention relates to the technical field of truck air circuit relay valves, and in particular discloses a dual-adjustment adaptive variable pressure control force trailer relay valve, including a main valve body, on the side wall of which an A-pillar pressure regulating valve and a B-pillar pressure regulating valve are fixed. The beneficial effects are: by increasing the proportional difference of the main piston, the air pressure force of the main air pipe controlled by the main vehicle can absolutely suppress the main piston in the later stage, thereby ensuring the braking effect required by heavy load; the second and third vent holes and the first valve are set larger, and this setting acts at the initial stage of braking, and the force formed on the second working chamber forms a balanced confrontation with the force of the main air pipe controlled by the main vehicle, thereby ensuring the soft performance of non-proportional output required for no-load; the setting of the A-pillar and B-pillar pressure regulating valves and the first vent hole acts to cater to the air pressure of the main air pipe controlled by the main vehicle from small to large, and controls the output performance of the relay valve, thereby achieving the automatic conversion between soft light stepping and strong heavy stepping, and meeting the needs of different models through non-conflicting adjustment of no-load and heavy load.

Description

Technical Field

[0001] The invention relates to the technical field of truck gas circuit relay valves, and in particular to a dual-adjustment adaptive variable pressure control force trailer relay valve. Background Art

[0002] With the rapid development of economy and industry, truck transportation is an important link. For the personal safety of drivers and efficient transportation, the truck's braking system must have good subjective control performance. The truck pneumatic brake control valve is the core component of the braking system. It plays a major role in controlling the deceleration and emergency braking requirements of the two conditions of empty and loaded trucks.

[0003] At present, the control valves used in semi-trailers have various appearances, which are said to have pressure regulating functions, but their internal structures are simple, so their performance is simple, and very few can achieve satisfactory control of both empty and heavy loads. Taking long-wheelbase semi-trailers as an example, when the vehicle is driving at high speed or going down a steep slope and needs to slow down or emergency brake, the lack of braking performance is very obvious. Its symptoms include: 1. The empty load is soft and the heavy load is weak, or the heavy load is strong and the empty load locks the tire and jumps; 2. The same product cannot be applied to various models, but can only be used for some types of vehicles; 3. The air pressure is sufficient but the braking force is insufficient; 4. The brake is strong when it is lightly stepped on, but it is easy to step on the air when it is stepped on quickly, and there is a lack of braking force.

[0004] The main reasons for these problems are: 1. The settings of existing products only focus on the level of air pressure, without considering the impact of space value on air pressure force, which leads to limitations in the performance of relay valves. 2. The main vehicle relay valve and the trailer relay valve are in different controlled environments. The main vehicle relay valve is directly controlled by the air pressure force output by the master pump, and the trailer relay valve is controlled by the master pump to control the trailer valve (two pumps), and then the air pressure force output by the trailer valve (two pumps) controls the trailer relay valve, which forms a boosting effect. The aperture of the master pump output pipe of a general vehicle model is 6mm, and the output aperture of the trailer valve (two pumps) is 9mm. Due to the different positions and the different output apertures when the air pressure acts, it is difficult for the main vehicle and the trailer to brake synchronously. 3. The proportional difference of the force surface of the main piston of the trailer relay valve is too small, which leads to the air pressure force of the main control pipe being unable to absolutely suppress and position the main piston due to the opposition of the air pressure force of the third working chamber in the later stage, causing the air supply valve to fail to open to the maximum, resulting in the weakening of the air pressure force of the air bag and failing to achieve the braking force required by the heavy-loaded vehicle.

[0005] Although the Chinese patent application number 2010202984426 discloses an automatic pressure regulating control valve that can adjust the pressure, it can supply the brake chamber with reasonably different pressure compressed air according to the different load conditions of the main drive axle and the trailer axle, thereby achieving the effect of synchronous braking of each bridge. However, 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 the spring adjusting bolt and the adjusting spring to the valve stem and the valve. The two-position three-way valve is used to adjust the size of the resistance generated by the chamber 25. For the different requirements of no-load braking, large resistance is required to achieve soft braking and heavy-load braking requires small resistance to achieve strong braking. This monotonic control valve is difficult to meet the two-way requirements. When it is necessary to ensure soft no-load braking, the spring adjusting bolt needs to be tightened. At this time, the regulating spring has a large resistance to the valve. No-load braking has a braking stroke and the braking is soft. However, when heavy-load braking, the gas in the chamber 25 prevents the main piston from opening, resulting in weak braking when the vehicle is heavy; when it is necessary to ensure strong heavy-load braking, the spring adjusting bolt needs to be loosened. At this time, the regulating spring has a small resistance to the valve. The vehicle can brake quickly when the vehicle is heavy-loaded, but when the vehicle is no-loaded, the air passing speed is too fast, which easily causes the tire to lock. Therefore, the automatic pressure control valve can only meet the requirements of no-load braking or heavy-load braking when braking. Moreover, the valve ventilation space of the pressure regulating control valve and the aperture of the main valve body connection are too small, causing the empty vehicle to be inflated too quickly, which can easily cause the tire to stick or jump. Summary of the invention

[0006] The present invention proposes a dual-adjustable, adaptive, variable-pressure, and force-control trailer relay valve in order to solve the above-mentioned problem.

[0007] The technical solution of the present invention is achieved in this way:

[0008] A dual-adjustable and controllable variable-pressure control force trailer relay valve, comprising a main valve body and a main valve cover, wherein a main valve cavity is formed inside the main valve body, a main valve cover is fixed to the upper end of the main valve body, a main vehicle control main air pipe connecting port connected to the main valve cavity is formed on the main valve cover, the main vehicle control main air pipe connecting port can be connected and fixed to the main vehicle control main air pipe, the main valve cavity is divided into three chambers, namely, a first working chamber, a second working chamber and a third working chamber, characterized in that: a dual-adjustable and control force device is provided on the side wall of the main valve body, the dual-adjustable and control force device comprises an A-pillar pressure regulating valve and a B-pillar pressure regulating valve, the A-pillar pressure regulating valve is fixed to the side wall of the main valve body, and the B-pillar pressure regulating valve is fixed to the side wall of the A-pillar pressure regulating valve;

[0009] The A-pillar pressure regulating valve comprises a first valve body, a first valve core, a first piston, a pressure regulating piston valve stem, and a first valve cover, wherein an A-pillar valve cavity is formed in the first valve body, and the first valve core, the first piston, and the first valve cover divide the A-pillar valve cavity into five chambers, namely, 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 connecting the first working chamber and the fifth working chamber, a second vent hole connecting the third working chamber and the sixth working chamber, and a third vent hole connecting the second working chamber and the tenth working chamber are formed on the inner wall of the main valve body, a pressure regulating piston valve stem slidably mounted in the first valve core is formed on the end surface of the first piston, and a first exhaust hole connecting the eleventh working chamber is formed on the pressure regulating piston valve stem;

[0010] The B-pillar pressure regulating valve includes a second valve body, a second valve core, a second piston, and a second valve cover. A B-pillar valve cavity is formed in the second valve body. The second valve core, the second piston, and the second valve cover divide the B-pillar valve cavity into three chambers, namely a seventh working chamber, an eighth working chamber, and a ninth working chamber. A second exhaust hole connected to the ninth working chamber is formed between the A-pillar pressure regulating valve and the B-pillar pressure regulating valve. The second exhaust hole is connected to the first exhaust hole and the eleventh working chamber. An exhaust hole connected to the seventh working chamber is formed on the outer wall of the second valve body. A third exhaust hole connected to the seventh working chamber and the eighth working chamber is formed in the center of the second piston.

[0011] Furthermore, the main valve body is correspondingly provided with brake pipes, the number of the brake pipes is greater than the number of main air pipes controlled by the main vehicle, and the proportional difference between the force surface of the first working chamber and the force surface of the third working chamber is not less than the numerical value of the number of brake pipes, that is, the proportional difference between the force surface of the main air pipe controlled by the main vehicle and the force surface of the brake pipes is not less than the numerical value of the number of brake pipes.

[0012] Furthermore, the first valve cover is fixed to the first valve body through a detachable connection, a first pressure-adjusting screw is fixed to the end of the first valve cover through a threaded connection, and a first pressure-adjusting spring is arranged in the fourth working chamber and is pressed between the first piston and the first pressure-adjusting screw, and the first pressure-adjusting spring is in a compressed state.

[0013] Furthermore, a first valve is arranged in the sixth working chamber, a side of the first valve away from the first piston abuts against the end face of the pressure regulating piston valve stem, the first valve blocks the first exhaust hole, and a first spring is arranged on the other side of the first valve, and the first spring is in a compressed state.

[0014] Furthermore, the second valve cover is fixed to the second valve body through a detachable connection, a second pressure-adjusting screw is fixed to the end of the second valve cover through a threaded connection, and a second pressure-adjusting spring is arranged in the seventh working chamber and abuts against the second piston and the second pressure-adjusting screw.

[0015] Furthermore, a second valve is provided in the ninth working chamber, a second spring is provided on a side of the second valve away from the second valve core, the second spring is always in a compressed state, the second valve is against the end face of the second piston, and the second valve blocks the third exhaust hole.

[0016] Furthermore, the apertures of the first exhaust hole, the second exhaust hole, and the third exhaust hole do not exceed the aperture of the first ventilation hole.

[0017] Furthermore, the aperture of the limit plate between the sixth working chamber and the tenth working chamber is larger than the spatial value of the outer diameter of the pressure regulating piston valve stem and is not smaller than the spatial value of the aperture of the main air pipe controlled by the main vehicle.

[0018] Furthermore, the space value of the first valve away from the limit plate of the sixth working chamber is not less than the space value of the aperture of the main air pipe controlled by the main vehicle.

[0019] Furthermore, the second vent hole and the third vent hole have the same aperture as the main air pipe controlled by the main vehicle, and the aperture of the first vent hole is smaller than the aperture of the main air pipe controlled by the main vehicle.

[0020] By adopting the above technical scheme, the beneficial effects of the present invention are as follows: by increasing the proportional difference of the main piston, the air pressure force of the main air pipe controlled by the main vehicle can absolutely suppress the main piston in the later stage, thereby ensuring the braking effect required for heavy load; the setting of the second and third air holes and the first valve is increased, and this setting acts at the initial stage of braking, and the force formed on the second working chamber forms a balanced confrontation with the force of the main air pipe controlled by the main vehicle, thereby ensuring the soft performance of non-proportional output required for no-load; the setting of the A- and B-pillar pressure regulating valves and the first air hole acts to cater to the air pressure of the main air pipe controlled by the main vehicle from small to large, controls the output performance of the relay valve, and achieves automatic conversion between light and soft and heavy and powerful steps, and meets the needs of different models through non-conflict adjustment between no and heavy load. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0022] Figure 1 is a first cross-sectional view of the present invention;

[0023] Figure 2 is a cross-sectional view of the dual-adjustable force control device of the present invention;

[0024] Figure 3 is a second cross-sectional view of the present invention;

[0025] Figure 4 It is a simplified schematic diagram of the gas path of the present invention.

[0026] The following are the descriptions of the reference numerals:

[0027] 1. Main valve body; 2. Main valve cavity; 21. First working chamber; 22. Second working chamber; 23. Third working chamber; 3. Main valve core; 4. Main piston; 5. Main valve cover; 51. Main vehicle control main air pipe connection port; 6. Air reservoir air supply pipe; 7. Brake pipe; 8. Air valve assembly; 9. B-pillar pressure regulating valve; 901. Second valve body; 902. B-pillar valve cavity; 903. Second valve core; 904. Second piston; 905. Third exhaust hole; 906. Second valve; 907. Second spring; 908. Exhaust hole; 909. Second valve cover; 910. Second pressure regulating screw; 911. Second pressure regulating spring; 912. Seventh working chamber; 913. Eighth working chamber; 9 14. Ninth working chamber; 10. Second exhaust hole; 11. First ventilation hole; 12. Second ventilation hole; 13. Third ventilation hole; 14. A-pillar pressure regulating valve; 1401. First valve body; 1402. A-pillar valve chamber; 1403. First valve core; 1404. First piston; 1405. Pressure regulating piston valve stem; 1406. First valve cover; 1407. First pressure regulating screw; 1408. First pressure regulating spring; 1409. First exhaust hole; 1410. First valve; 1411. First spring; 1412. Fourth working chamber; 1413. Fifth working chamber; 1414. Sixth working chamber; 1415. Tenth working chamber; 1416. Eleventh working chamber. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] like Figure 1-Figure 4As shown, a dual-adjustable and controllable variable-pressure control force trailer relay valve comprises a main valve body 1, a main valve cavity 2 is formed inside the main valve body 1, a main valve cover 5 is fixed to the upper end of the main valve body 1, a main vehicle control main air pipe connecting port 51 connected to the main valve cavity 2 is formed on the main valve cover 5, the main vehicle control main air pipe connecting port 51 can be connected to the main vehicle control main air pipe, the main vehicle control main air pipe is connected to the control pipeline, and the gas entering the main valve cavity 2 when the brake pedal is stepped on, a main valve core 3 is fixed in the main valve cavity 2, a main piston 4 is slidably installed in the main valve core 3, a sealing ring in contact 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 connected to the main valve cavity 2 are fixed on the end of the main valve body 1 away from the main valve cover 5, the brake pipes 7 are connected to the brake cylinder, and the main valve body A gas valve assembly 8 communicating with the main valve chamber 2 is fixed at the middle of one end away from the main valve cover 5. The gas valve assembly 8 includes an outer fixed sleeve, a sealing ring is fixed between the outer fixed sleeve and the inner wall of the main valve chamber 2, an inner sleeve is slidably installed in the outer fixed sleeve, a sealing ring is fixed between the inner sleeve and the outer fixed sleeve, a plurality of through holes are formed in an annular array on the side wall of the outer fixed sleeve, a secondary piston is slidably installed in the inner sleeve, a sealing ring is fixed between the secondary piston and the inner sleeve, a gas discharge hole communicating with the atmosphere is formed in the center of the secondary piston to facilitate rapid gas discharge, a main spring is fixed between the secondary piston and the inner sleeve, and the secondary piston blocks the passage between the third working chamber 23 of the gas supply pipe 6 of the gas storage cylinder under the action of the main spring to prevent gas leakage in the gas storage cylinder when the brake is not applied, and a The air supply pipe 6 of the air reservoir and the main air supply pipe of the main vehicle are connected to the air valve assembly 8. The air supply pipe 6 of the air reservoir is connected to the air reservoir to provide the high-pressure gas required for the brake cylinder braking. The main air supply pipe of the main vehicle is connected to the air pump to inflate the air reservoir. The air valve assembly 8 is connected to the main air supply pipe of the main vehicle through an air supply check valve. The main valve core 3, the main piston 4 and the main valve cover 5 divide the main valve cavity 2 into three chambers: a first working chamber 21, a second working chamber 22 and a third working chamber 23. The brake pipe 7 and the air valve assembly 8 are connected to the third working chamber 23. The main control air pipe of the main vehicle is connected to the first working chamber 21. After the brake pedal is stepped on, the compressed gas of the main vehicle enters the first working chamber 21 from the main control air pipe of the main vehicle to push the main piston 4 downward. The main piston 4 moves downward to push When the secondary piston (valve assembly 8) is opened, the gas in the air reservoir can directly enter the third working chamber 23 and then enter the six brake pipes 7 to inflate and pressurize the brake cylinder. The number of brake pipes 7 is greater than the number of main air pipes controlled by the main vehicle. The ratio difference between the force surface of the first working chamber 21 and the force surface of the third working chamber 23 is not less than the number of brake pipes 7, that is, the ratio difference between the force surface of the main air pipe controlled by the main vehicle and the force surface of the brake pipe 7 is not less than the number of brake pipes 7. Specifically, when the relay valve is working, the force surface of the first working chamber 21 is a, the force surface of the second working chamber 22 is d, the force surface of the third working chamber 23 is c, and the force surface of the valve assembly 8 is b, where a is more than 6 times of c.That is, the force surface of the main air pipe controlled by the main vehicle is more than 6 times the force surface of the brake pipe 7. With this arrangement, by increasing the proportional difference between the force surface of the main air pipe controlled by the main vehicle and the force surface of the brake pipe 7, it is avoided that the air pressure force of the main air pipe controlled by the main vehicle cannot absolutely suppress and position the main piston 4 in the later stage due to the opposition of the air pressure force of the third working chamber 23, resulting in the failure of the air supply valve to open to the maximum, resulting in the weakening of the air pressure force of the air bag and the failure to reach the braking force required by the heavy-loaded vehicle. In other words, by increasing the proportional difference of the main piston 4, the air pressure force of the main air pipe controlled by the main vehicle can absolutely suppress the main piston 4 in the later stage, ensuring the space for the opening of the air valve assembly 8 to achieve the heavy-load braking effect.

[0030] The A-pillar pressure regulating valve 14 comprises a first valve body 1401, a first valve core 1403, a first piston 1404, a pressure regulating piston valve stem 1405, and a first valve cover 1406. An A-pillar valve cavity 1402 is formed in the first valve body 1401. The first valve core 1403, the first piston 1404, and the first valve cover 1406 divide the A-pillar valve cavity 1402 into five chambers: 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 pressure regulating valve 14 on the inner wall of the main valve body 1 is formed with a pressure regulating piston valve stem 1405, and a first valve cover 1406. The first valve cover 1406 is fixed to the first valve body 1401 through a detachable connection with the first valve body 1401. Together, the end 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 is arranged in the fourth working chamber 1412, which is pressed between the first piston 1404 and the first pressure regulating screw 1407, and the first pressure regulating spring 1408 is in a compressed state, and a first valve 1410 is arranged in the sixth working chamber 1414, and the side of the first valve 1410 away from the first piston 1404 presses against the end face of the pressure regulating piston valve stem 1405, the first valve 1410 blocks the first exhaust hole 1409, and the other side of the first valve 1410 A first spring 1411 is provided, and the first spring 1411 is in a compressed state. The aperture of the limit plate between the sixth working chamber 1414 and the tenth working chamber 1415 is larger than the space value of the outer diameter of the pressure regulating piston valve stem 1405, and is not less than the space value of the aperture of the main air pipe controlled by the main vehicle. The space value of the first valve 1410 away from the limit plate of the sixth working chamber 1414 is not less than the space value of the aperture of the main air pipe controlled by the main vehicle. The second air hole 12 and the third air hole 13 have the same aperture as the main air pipe controlled by the main vehicle, and the aperture of the first air hole 11 is smaller than the aperture of the main air pipe controlled by the main vehicle.

[0031] When not braking, the first pressure regulating spring 1408 presses the first piston 1404 downward, so that the pressure regulating piston valve stem 1405 is in close contact with the first valve 1410. Under the action of the first spring 1411, the first valve 1410 is blocked at the first exhaust hole 1409, and the space value of the first valve 1410 away from the limit plate of the sixth working chamber 1414 is not less than the space value of the second vent hole 12 and the third vent hole 13.

[0032] During braking, the gas in the control pipeline enters the first working chamber 21 through the main vehicle control main air pipe connection port 51 and the main vehicle control main air pipe, and then enters the fifth working chamber 1413 through the first vent hole 11 from the first working chamber 21, so that the main piston 4 and the first piston 1404 are controlled by the main vehicle control main air pipe at the same time. The main piston 4 and the first piston 1404 are operated in sequence 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 pushes the main valve stem downward, closes the exhaust hole, opens the air supply valve, and the compressed gas in the air reservoir inflates the slave pump brake chamber through the third working chamber 23. At the same time, part of the gas passes through the second vent hole 12, the space of the first valve 1410 away from the limit plate, and the third vent hole 13 to form an air pressure effect on the second working chamber 22. Force, because the apertures of the second air hole 12 and the third air hole 13 are the same as the space value of the first valve 1410 and the aperture space value of the main air pipe controlled by the main vehicle, therefore, in the initial stage, the force exerted by the air pressure of the air reservoir on the c and d surfaces of the main piston will form a balanced confrontation with the force exerted by the main air pipe controlled by the main vehicle on the a surface. At this time, the air pressure in the slave cylinder brake chamber will form a synchronous pressurization as the main air pipe controlled by the main vehicle gradually increases, thereby realizing non-proportional output and achieving the soft braking required for no-load. That is to say, the setting of the second air hole 12, the third air hole 13 and the first valve 1410 is increased. This setting acts at the initial stage of braking, and the force exerted on the second working chamber 22 forms a balanced confrontation with the force exerted by the main air pipe controlled by the main vehicle, thereby ensuring the soft performance of non-proportional output required for no-load.

[0033] The B-pillar pressure regulating valve 9 includes a second valve body 901, a second valve core 903, a second piston 904, and a second valve cover 909. A B-pillar 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-pillar valve cavity 902 into three chambers: a seventh working chamber 912, an eighth working chamber 913, and a ninth working chamber 914. A second exhaust hole 10 connected to the ninth working chamber 914 is formed between the A-pillar pressure regulating valve 14 and the B-pillar pressure regulating valve 9. The first exhaust hole 1409 is connected to the eleventh working chamber 1416, and the 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. The outer wall of the second valve body 901 is formed with an exhaust hole 908 connected to the seventh working chamber 912. The center of the second piston 904 is formed with a third exhaust hole 905 connected to the seventh working chamber 912 and the eighth working chamber 913. The apertures of the first exhaust hole 1409, the second exhaust hole 10, and the third exhaust hole 905 are not more than The aperture of the first vent hole 11 and the aperture of the limit plate between the sixth working chamber 1414 and the tenth working chamber 1415 are larger than the space value of the outer diameter of the pressure regulating piston valve stem 1405 and not smaller than the space value of the aperture of the main air pipe of the main vehicle control. The second valve cover 909 is fixed to the second valve body 901 through a detachable connection. The second pressure regulating screw 910 is fixed to the end of the second valve cover 909 through a threaded connection. The second pressure regulating spring 91 is arranged in the seventh working chamber 912 and is pressed between the second piston 904 and the second pressure regulating screw 910. 1. A second valve 906 is provided in the ninth working chamber 914. A second spring 907 is provided on a side of the second valve 906 away from the second valve core 903. The second spring 907 is always in a compressed state. The second valve 906 is against the end surface of the second piston 904. The second valve 906 blocks the third exhaust hole 905. Initially, the second valve 906 blocks the passage of the third exhaust hole 905 under the action of the second pressure regulating spring 911. At the same time, the eighth working chamber 913 and the ninth working chamber 914 are always in a connected state.

[0034] As the foot pedal controls the master pump to move downward, when the air pressure force of the main air pipe controlled by the main vehicle to the fifth working chamber 1413 is greater than the resistance of the first pressure-regulating spring 1408, the first piston 1404 is forced to move upward, and the first spring 1411 pushes the first valve 1410 to move upward. As the first piston 1404 and the pressure-regulating piston valve stem 1405 continue to move upward, the first valve 1410 touches the limit plate in the sixth working chamber 1414, and then the first valve 1410 stops moving and blocks the channel at the same time, so that the gas in the third working chamber 23 cannot continue to enter the second working chamber 22. At this point, the length of the soft braking process reflected by the non-proportional output is determined by the first pressure-regulating screw 1407 controlling the compression of the first spring 1411 to form a resistance to the first piston 1404.

[0035] As the foot pedal moves downward, the main vehicle controls the main air pipe pressure to gradually increase, pushing the pressure regulating piston valve stem 1405 to continue to move upward, opening the first exhaust hole 1409. At this time, the vacuum pressure of the second working chamber 22 enters the connected eighth working chamber 913 and the ninth working chamber 914 through the first exhaust hole 1409 and the second exhaust hole 10. At this point, the A-pillar pressure regulating valve 14 device completes its function.

[0036] As the master pump continues to increase the air pressure in the main air pipe controlled by the main vehicle, the air pressure released by the air valve assembly 8 controlled by the valve stem of the main piston 4 increases. Since the closing of the first valve 1410 will not continue to increase the resistance of the second working chamber 22, at this time, the proportional difference set by the main piston 4 begins to play a role, but the braking of the heavy vehicle also needs to be gradually increased to achieve the effect of deceleration and stopping, rather than the tires being directly locked after the pressure change.

[0037] The B-pillar pressure regulating valve 9 device controls the vacuum pressure value and discharge process of the second working chamber 22 in response to the heavy-load braking demand. The principle is: when the main piston 4 moves downward, the vacuum pressure of the second working chamber 22 and the connected eighth working chamber 913 and ninth working chamber 914 will increase accordingly. At this time, the vacuum pressure will generate a force on the bottom of the second piston 904, forcing the second piston 904 to move upward, and the second valve 906 will move upward accordingly under the thrust of the second spring 907. When the second valve 906 moves upward a small amount, it touches the limit plate set in the ninth working chamber 914, and the second valve 906 stops. As the vacuum pressure continues to push the second piston 904, the valve stem of the second piston 904 leaves, and the second valve 906 opens the third exhaust hole 905 to discharge a small amount of The vacuum pressure gas passes through the third exhaust hole 905 and is discharged out of the valve body through the exhaust hole 908. At this time, when the thrust of the vacuum pressure on the second piston 904 is less than the resistance value of the second pressure regulating spring 911, the second piston 904 will quickly move downward to close the third exhaust hole 905 (while a small amount of vacuum pressure gas is discharged, the resistance generated by the vacuum pressure on the second working chamber 22 is reduced, the main piston 4 will move downward a small amount, and the air pressure force of the air valve assembly 8 to the slave cylinder brake chamber will be slightly increased). By analogy, in the heavy load state, as the master pump gradually moves downward, the main vehicle controls the main air pipe to gradually increase the air pressure in the first working chamber, and the relay valve will synchronously gradually increase the pressure in the slave cylinder brake chamber, and the main controllability of the main air pipe controlled by the main piston 4 is guaranteed by the setting of the proportional difference, so as to meet the heavy load braking requirements. The length of the process is determined by the amount of compression of the second pressure-adjusting spring 911 controlled by the second pressure-adjusting screw 910 to form resistance on the second piston 904. If emergency braking is required, the relay valve will cater to the rapid pressurization of the main air pipe controlled by the main vehicle to achieve rapid pressurization of the slave cylinder control chamber, and use the advantage of the numerical difference in the main piston ac force area to ensure that the main vehicle controls the main air pipe The air pressure force of the main piston 4 is absolutely suppressed. The six brake pipes connected to the six slave cylinder brake chambers will not, when pressure is formed, feedback the force on the c-surface of the main piston 4, causing the main piston 4 and the main valve stem to rebound upward, resulting in a reduction or closure of the space for opening the air valve assembly 8, resulting in weak braking and poor deceleration effect.

[0038] In summary, the present invention is established on the basis of the original known structure of the main valve body assembly, and improves the applicability of the relay valve by adjusting the proportional difference of the force-bearing area of ​​the main piston of the relay valve, the spatial value of each air hole aperture, and changing the adjustment method, so as to make the relay valve suitable for the control of various main vehicle models, meet the increasing pressure of the main control pipe, achieve the braking requirements of empty and heavy vehicles with different load masses with gentle and heavy steps, gradually increase the force on the trailer to the critical point where the tire is not locked, achieve the best deceleration effect, and solve the economic loss of tire wear caused by the easy locking of empty vehicles and the safety hazard of insufficient braking of heavy vehicles.

[0039] As the master pump moves downward, the air pressure in the main control pipe (i.e., the main air pipe controlled by the main vehicle) increases, the A-pillar pressure regulating valve 14 completes the conversion of the two-position three-way valve (i.e., the first valve 1410), opens the first exhaust hole 1409, and uses the B-pillar pressure regulating valve 9 to control the discharge of the vacuum pressure in the second working chamber 22. Its function is to prevent the vehicle from locking directly after the heavy load demand is converted, and to achieve the effect of gradually increasing the force by meeting the demand to increase the force of the master pump.

[0040] The A-pillar pressure regulating valve 14, the B-pillar pressure regulating valve 9 and the first vent hole 11 are arranged to control the air pressure of the main air pipe from small to large in accordance with the main vehicle, control the output performance of the relay valve, and achieve automatic conversion between light and heavy pressure, and meet the needs of different models by adjusting the load and empty without conflict.

[0041] The working principle of the present invention is: Figure 4 The figure shows a schematic diagram of the gas flow when the A-pillar pressure regulating valve 14, the B-pillar pressure regulating valve and the main valve body 1 are arranged side by side. In order to reduce the overall size during production, the B-pillar pressure regulating valve 9 is arranged on the side of the A-pillar pressure regulating valve 14. Although this will result in a different appearance, the gas path connectivity remains unchanged.

[0042] When in use, it is divided into two situations: empty vehicle braking and heavy vehicle braking. The main air pipe of the main vehicle control is connected to the control pipeline, the air reservoir is connected to the air reservoir air supply pipe 6, and the main air supply pipe of the main vehicle is connected to the compressor.

[0043] The function of the A-pillar pressure regulating valve 14 is to make fine adjustments to the effect of different main vehicle air volumes on no-load according to no-load requirements, without affecting the heavy-load performance.

[0044] The function of the B-pillar pressure regulating valve 9 is to adjust the heavy-load performance according to the different main vehicle air volume according to the heavy-load demand, which will not affect the no-load performance.

[0045] The present application transforms a single pressure regulating control valve into an effective dual pressure regulating control valve, so that the relay valve can ensure both soft no-load braking (A-pillar pressure regulating) and strong heavy-load braking (B-pillar pressure regulating), thereby meeting the braking requirements of different vehicle models and different loads and ensuring the braking effect.

[0046] In order to make the technical personnel in the relevant field understand more clearly, the details of the known contents of the prior art in the present invention are hereby described in detail in the specific method of the specification and the drawings.

[0047] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, 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. A dual-adjustable and controllable variable pressure control force trailer relay valve, comprising a main valve body (1) and a main valve cover (5), wherein a main valve cavity (2) is formed inside the main valve body (1), a main valve cover (5) is fixed to the upper end of the main valve body (1), a main vehicle control main air pipe connection port (51) connected to the main valve cavity (2) is formed on the main valve cover (5), and the main vehicle control main air pipe can be connected and fixed inside the main vehicle control main air pipe connection port (51), and the main valve cavity (2) is divided into three chambers, namely a first working chamber (21), a second working chamber (22) and a third working chamber (23), characterized in that: A dual-adjustment force control device is provided on the side wall of the main valve body (1), the dual-adjustment force control device comprising an A-pillar pressure regulating valve (14) and a B-pillar pressure regulating valve (9), the A-pillar pressure regulating valve (14) being fixed on the side wall of the main valve body (1), and the B-pillar pressure regulating valve (9) being fixed on the side wall of the A-pillar pressure regulating valve (14); The A-pillar pressure regulating valve (14) comprises a first valve body (1401), a first valve core (1403), a first piston (1404), a pressure regulating piston valve stem (1405), and a first valve cover (1406); an A-pillar valve chamber (1402) is formed in the first valve body (1401); the first valve core (1403), the first piston (1404), and the first valve cover (1406) divide the A-pillar valve chamber (1402) into five chambers, namely, 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); the main valve body (1) A first vent hole (11) connecting the first working chamber (21) and the fifth working chamber (1413), a second vent hole (12) connecting the third working chamber (23) and the sixth working chamber (1414), and a third vent hole (13) connecting the second working chamber (22) and the tenth working chamber (1415) are formed on the inner wall; a pressure regulating piston valve stem (1405) slidably mounted in the first valve core (1403) is formed on the end surface of the first piston (1404); and a first exhaust hole (1409) connecting the pressure regulating piston valve stem (1405) and the eleventh working chamber (1416) are formed on the pressure regulating piston valve stem (1405); The B-pillar 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); a B-pillar valve chamber (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-pillar valve chamber (902) into three chambers, namely a seventh working chamber (912), an eighth working chamber (913), and a ninth working chamber (914); the A-pillar pressure regulating valve (14) is connected to the B-pillar valve chamber (902) and the eighth working chamber (913). A second exhaust hole (10) communicating with the ninth working chamber (914) is formed between the B-pillar pressure regulating valve (9); the second exhaust hole (10) is communicated with the first exhaust hole (1409) and the eleventh working chamber (1416); an exhaust hole (908) communicating with the seventh working chamber (912) is formed on the outer wall of the second valve body (901); and a third exhaust hole (905) communicating with the seventh working chamber (912) and the eighth working chamber (913) is formed in the center of the second piston (904); A brake pipe (7) is correspondingly arranged on the main valve body (1), the number of the brake pipes (7) is greater than the number of the main air pipes for controlling the main vehicle, and the force surface a of the first working chamber (21) is more than 6 times the force surface c of the third working chamber (23), that is, the force surface of the main air pipe for controlling the main vehicle is more than 6 times the force surface of the brake pipe (7).

2. According to claim 1, a dual-adjustable and adaptive variable pressure control force trailer relay valve is characterized in that: The first valve body (1401) is fixed to the first valve cover (1406) by a detachable connection, and a first pressure-adjusting screw (1407) is fixed to the end of the first valve cover (1406) by a threaded connection. A first pressure-adjusting spring (1408) is arranged in the fourth working chamber (1412) and is pressed between the first piston (1404) and the first pressure-adjusting screw (1407), and the first pressure-adjusting spring (1408) is in a compressed state.

3. According to claim 2, a dual-adjustable and adaptive variable pressure control force trailer relay valve is characterized in that: A first valve (1410) is disposed in the sixth working chamber (1414), and a side of the first valve (1410) away from the first piston (1404) is pressed against an end surface of the pressure regulating piston valve stem (1405), and the first valve (1410) blocks the first exhaust hole (1409). A first spring (1411) is disposed on the other side of the first valve (1410), and the first spring (1411) is in a compressed state.

4. A dual-adjustable adaptive variable pressure control force trailer relay valve according to claim 3, characterized in that: The second valve cover (909) is fixed to the second valve body (901) via a detachable connection, and a second pressure-adjusting screw (910) is fixed to the end of the second valve cover (909) via a threaded connection. A second pressure-adjusting spring (911) is provided in the seventh working chamber (912) and is pressed between the second piston (904) and the second pressure-adjusting screw (910).

5. A dual-adjustable adaptive variable pressure control force trailer relay valve according to claim 4, characterized in that: A second valve (906) is arranged in the ninth working chamber (914), and a second spring (907) is arranged on a side of the second valve (906) away from the second valve core (903). The second spring (907) is always in a compressed state. The second valve (906) is pressed against the end surface of the second piston (904), and the second valve (906) blocks the third exhaust hole (905).

6. A dual-adjustable adaptive variable pressure control force trailer relay valve according to claim 5, characterized in that: The second vent hole (12) and the third vent hole (13) have the same aperture as the main air pipe of the main vehicle control, and the aperture of the first vent hole (11) is smaller than the aperture of the main air pipe of the main vehicle control.

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