Vehicle rear axle domain control structure and control system

Abstract

The application discloses a kind of vehicle rear axle area control structure and control system, vehicle rear axle area control structure includes pedestal, rear axle pressure control unit, parking brake control unit, rear axle pressure control unit includes two juxtaposition first relay valve, first relay valve is communicated with first air inlet channel, first air outlet channel;Parking brake control unit includes second relay valve, second relay valve is communicated with second air inlet channel, second air outlet channel;Wherein, two first air inlet channel and second air inlet channel are communicated by third air passage.The application is fused in the same pedestal in rear axle pressure control unit and parking brake control unit, by controlling the conduction or cut-off of each channel, vehicle can be kept driving state, braking state, parking state;In the process of whole vehicle assembly, rear axle pressure control unit and parking brake control unit do not need to be assembled respectively, reduce assembly difficulty, improve the efficiency and quality of assembly work.

Description

Technical Field

[0001] This invention relates to the field of automotive control, and in particular to a vehicle rear axle domain control structure and control system. Background Technology

[0002] The current trend in automotive development is towards autonomous driving. In autonomous vehicles, multiple control units are needed to achieve automatic braking, including ECUs (Electronic Control Units), EPBs (Electronic Parking Brakes), and pressure control modules. These modules are intricately interconnected and work together to achieve the braking effect. Because each unit needs to be set up independently, they occupy a significant amount of space in the vehicle. Furthermore, ensuring stable and effective interconnections during installation places high demands on the assembly process, leading to reduced production efficiency and difficulty in guaranteeing product quality.

[0003] In related technologies, a pressure control unit is constructed by using a combination of a solenoid valve and a relay valve. However, the pressure control unit is not integrated with other units to form an organic whole, which still cannot solve the problems of difficult assembly and poor product quality. Summary of the Invention

[0004] To solve at least one of the above-mentioned technical problems, the present invention provides a vehicle rear axle domain control structure and control system, the technical solution of which is as follows:

[0005] This invention provides a vehicle rear axle domain control structure, comprising a base, a rear axle pressure control unit, and a parking brake control unit. The rear axle pressure control unit is mounted on the base and includes two parallel first relay valves, each corresponding to a wheel hub on either side of the rear axle. Each first relay valve is connected to a first intake passage and a first exhaust passage. Each first relay valve includes a first piston, with a first gas chamber at its first end and a second gas chamber at its second end. The second gas chamber communicates with the first exhaust passage, and the first gas chamber communicates with the first intake passage via a first air passage. When the first piston... When moving, the second gas chamber is connected to the first air intake channel; the parking brake control unit is mounted on the base, and the parking brake control unit includes a second relay valve, which is connected to a second air intake channel and a second air outlet channel. The second relay valve includes a second piston, with a third gas chamber at the first end and a fourth gas chamber at the second end. The fourth gas chamber is connected to the second air outlet channel, and the third gas chamber is connected to the second air intake channel via a second air passage. When the second piston moves, the fourth gas chamber is connected to the second air intake channel; wherein, the two first air intake channels are connected to the second air intake channel via the third air passage.

[0006] The embodiments of the present invention have at least the following beneficial effects: In the present invention, the rear axle pressure control unit and the parking brake control unit are integrated on the same base. When the vehicle is in driving mode, the second air passage is briefly opened and the pressure of the control gas is maintained. The pressure acts on the second relay valve, causing the control gas in the second intake passage to pass through the second relay valve and reach the second outlet passage. When the driver performs a braking action, the first air passage is opened, and the control gas in the first intake passage acts on the first relay valve, causing the control gas in the first intake passage to pass through the first relay valve and reach the first outlet passage, thereby controlling the vehicle braking. When the driver performs a parking brake action, the second air passage is closed, the control gas in the third gas chamber is discharged, and the second relay valve prevents the control gas in the second intake passage from reaching the second outlet passage, thereby controlling the vehicle parking brake. During the vehicle assembly process, it is not necessary to assemble the rear axle pressure control unit and the parking brake control unit separately, nor is it necessary to consider the matching degree between the rear axle pressure control unit and the parking brake control unit, reducing the assembly difficulty. At the same time, it avoids the connection errors that occur during the separate assembly of the rear axle pressure control unit and the parking brake control unit, improving the efficiency and quality of the assembly work.

[0007] In some embodiments of the present invention, the first relay valve and the second relay valve further include a control valve and a spring support. The control valve includes an abutment portion, a first extension portion, and a second extension portion. The spring support includes a third extension portion and a fourth extension portion. The third extension portion and the fourth extension portion are spaced apart. The first extension portion and the third extension portion are slidably connected. The second extension portion and the fourth extension portion are slidably connected. The first extension portion, the second extension portion, the third extension portion, and the fourth extension portion form a receiving area. A relay valve spring is provided in the receiving area. The abutment portion can abut against the first piston or the second piston.

[0008] In some embodiments of the present invention, a protrusion is provided on the base, the protrusion abuts against the abutting portion, the abutting portion, the protrusion, the first piston, and the inner wall of the base form a second gas chamber, the first piston and the inner wall of the base form the first gas chamber; the abutting portion, the protrusion, the second piston, and the inner wall of the base form a fourth gas chamber, and the second piston and the inner wall of the base form a third gas chamber.

[0009] In some embodiments of the present invention, the control valve is provided with a first through hole in the middle, and the spring bracket is provided with a second through hole in the middle. The first through hole and the second through hole are connected, and the second through hole is connected to a first rapid exhaust channel. When the first piston disengages from the abutting part, the second gas chamber is connected to the first rapid exhaust channel. When the second piston disengages from the abutting part, the fourth gas chamber is connected to the first rapid exhaust channel.

[0010] In some embodiments of the present invention, the first gas chamber is connected to a second rapid exhaust channel, and the third gas chamber is connected to a second rapid exhaust channel, wherein the second rapid exhaust channel is connected to the external environment.

[0011] In some embodiments of the present invention, the first gas chamber is connected to a control airway, and the third gas chamber is connected to a control airway.

[0012] In some embodiments of the present invention, a one-way air intake channel is provided at the connection position of the two first air intake channels. A first one-way valve is provided in the one-way air intake channel, and a second one-way valve is provided on the third air passage. The first one-way valve and the second one-way valve are used to allow gas to pass through in one direction. The first one-way valve and the second one-way valve each include a retaining ring, a one-way valve piston, and a spring seat. The retaining ring abuts against the one-way valve piston, and the one-way valve piston and the spring seat are movably connected by a one-way valve spring. When the air pressure on the retaining ring side increases, the one-way valve piston disengages from the retaining ring.

[0013] In some embodiments of the present invention, the vehicle rear axle domain control structure further includes a trailer brake control unit. The trailer brake control unit includes a control diaphragm, a diaphragm compression spring, and a first two-position three-way solenoid valve. The control diaphragm is disposed on the second air outlet channel and connected to the diaphragm compression spring. A fourth air passage is connected to the control diaphragm. The first two-position three-way solenoid valve is disposed on the fourth air passage. The fourth air passage is connected to the second air intake channel or the second rapid exhaust channel through the first two-position three-way solenoid valve.

[0014] In some embodiments of the present invention, the trailer brake control unit further includes a second two-position three-way solenoid valve, which is connected to a third air outlet channel and a fifth air passage. The fifth air passage is connected to the second air outlet channel or the second air inlet channel through the second two-position three-way solenoid valve.

[0015] This invention provides a vehicle rear axle domain control system, which includes a brake signal transmitter, a trailer electronic control valve, and the aforementioned vehicle rear axle domain control structure. The brake signal transmitter is electrically connected to the vehicle rear axle domain control structure, and the vehicle rear axle domain control structure is electrically connected to the trailer electronic control valve. The brake signal transmitter connects to a first air intake channel and a second air intake channel, and the first air outlet channel and the second air outlet channel are respectively connected to the wheel hubs on both sides of the rear axle.

[0016] The embodiments of the present invention have at least the following beneficial effects: In the present invention, the rear axle pressure control unit and the parking brake control unit are centrally located in one component, saving installation space, making the wiring of the vehicle's rear axle domain control system clearer, and facilitating later vehicle maintenance; the rear axle pressure control unit and the parking brake control unit can work independently of each other in a small space, and can start or stop the parking brake regardless of whether normal braking is in progress, meeting the driver's needs for multiple braking of the vehicle.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of the vehicle rear axle domain control structure of the present invention;

[0020] Figure 2 This is a schematic diagram of the structure of the first relay valve in the vehicle rear axle domain control structure of the present invention;

[0021] Figure 3 This is a schematic diagram of the first one-way valve in the vehicle rear axle domain control structure of the present invention;

[0022] Figure 4 This is a schematic diagram of the structure of the vehicle rear axle domain control system of the present invention.

[0023] Figure label:

[0024] 101. Base; 102. First relay valve; 103. First air inlet passage; 104. First air outlet passage; 105. First piston; 106. First gas chamber; 107. Second gas chamber; 108. First air passage;

[0025] 201. Second relay valve; 202. Second air inlet passage; 203. Second air outlet passage; 204. Third gas chamber; 205. Fourth gas chamber; 206. Second air passage; 207. Third air passage;

[0026] 301. One-way intake passage; 302. First one-way valve; 303. Second one-way valve; 304. Retaining ring; 305. One-way valve piston; 306. Spring seat; 307. One-way valve spring;

[0027] 401. Abutting part; 402. First extension part; 403. Second extension part; 404. Third extension part; 405. Fourth extension part; 406. Relay valve spring; 407. Protrusion part;

[0028] 501. First rapid exhaust passage; 502. Second rapid exhaust passage; 503. Control air passage;

[0029] 601. Control diaphragm; 602. First two-position three-way solenoid valve; 603. Fourth air passage; 604. Second two-position three-way solenoid valve; 605. Fifth air passage; 606. Third air outlet passage;

[0030] 701. Brake signal transmitter; 702. Trailer electronic control valve;

[0031] 801. Vehicle rear axle domain control structure. Detailed Implementation

[0032] This section will combine Figures 1 to 4 Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. 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.

[0033] In the description of this invention, it should be understood that the terms "center," "middle," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Features defined with "first" and "second" are used to distinguish feature names and do not have special meanings. Furthermore, features defined with "first" and "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0034] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0035] This invention provides a vehicle rear axle domain control structure, which includes a base 101, a rear axle pressure control unit, and a parking brake control unit.

[0036] like Figure 1 As shown, the base 101 integrates the rear axle pressure control unit and the parking brake control unit into one unit. Several gas channels are formed within the base 101 to create an interconnected vehicle rear axle domain control structure. Electrical connectors are provided on the base 101 to provide power to the vehicle rear axle domain control structure. It is understood that the base 101 houses the ECU (Electronic Control Unit), which is electrically connected to the rear axle pressure control unit and the parking brake control unit, thereby transmitting normal driving information or braking information to these two units.

[0037] The rear axle pressure control unit is mounted on the base 101. The rear axle pressure control unit includes two parallel first relay valves 102. The two first relay valves 102 correspond to the two wheel hubs on both sides of the rear axle respectively. When the first relay valve 102 outputs gas, the corresponding wheel hub is braked. It can be understood that when both first relay valves 102 output gas, the rear axle of the vehicle is braked.

[0038] Furthermore, each of the two first relay valves 102 is connected to a first air inlet channel 103 and a first air outlet channel 104, i.e., two first air inlet channels 103 and two first air outlet channels 104 are provided, and the first air inlet channels 103 and the first air outlet channels 104 are formed on the base 101. The first air inlet channel 103 is used to introduce gas into the first relay valve 102, and the first air outlet channel 104 is used to discharge the gas in the first relay valve 102 and transfer the gas to the corresponding hub. The first relay valve 102 includes a first piston 105, and the first end of the first piston 105 is provided with a first gas chamber 106. Control gas is introduced into the first gas chamber 106, and the first piston 105 can move under pressure. The second end of the first piston 105 is provided with a second gas chamber 107, which is connected to the first exhaust passage 104. When there is control gas in the second gas chamber 107, the control gas can reach the corresponding wheel hub along the first exhaust passage 104 to perform braking.

[0039] Specifically, the first gas chamber 106 is connected to the first intake passage 103 via a first air passage 108. When the first air passage 108 is open, the first intake passage 103 can guide gas into the first gas chamber 106 along the first air passage 108, thereby causing the first piston 105 to move. During the movement of the first piston 105, the second gas chamber 107 gradually connects to the first intake passage 103, that is, the first intake passage 103 connects to the first exhaust passage 104, enabling the control gas to perform braking operations.

[0040] The parking brake control unit is mounted on the base 101. The parking brake control unit includes a second relay valve 201, which corresponds to the parking brake actuator. When the second relay valve 201 outputs gas, the vehicle can maintain normal driving. When the output gas pressure of the second relay valve 201 is discharged to the atmospheric environment, the vehicle is in a parking state.

[0041] Furthermore, the second relay valve 201 is connected to a second intake channel 202 and a second outlet channel 203, which are formed on the base 101. The second intake channel 202 is used to introduce gas into the second relay valve 201, and the second outlet channel 203 is used to discharge gas from the second relay valve 201, maintaining normal vehicle operation. The second relay valve 201 includes a second piston. A third gas chamber 204 is provided at the first end of the second piston. Control gas is introduced into the third gas chamber 204, and the second piston can move under pressure. A fourth gas chamber 205 is provided at the second end of the second piston. The fourth gas chamber 205 is connected to the second outlet channel 203. When gas is present in the fourth gas chamber 205, the gas can be output along the second outlet channel 203.

[0042] Specifically, the third gas chamber 204 is connected to the second intake passage 202 via the second air passage 206. When the second air passage 206 is open, the second intake passage 202 can guide gas into the third gas chamber 204 along the second air passage 206, thereby causing the second piston to move. During the movement of the second piston, the fourth gas chamber 205 gradually connects to the second intake passage 202, that is, the second intake passage 202 connects to the second exhaust passage 203, maintaining the normal operation of the vehicle.

[0043] The two first air intake passages 103 and the second air intake passage 202 are connected by a third air passage 207, which in turn connects the rear axle pressure control unit and the parking brake control unit. Figure 1 As shown, in some examples, a one-way air intake channel 301 is provided at the connection point of the two first air intake channels 103. The one-way air intake channel 301 is connected to the first air intake channel 103, allowing air to enter the first air intake channel 103 from the one-way air intake channel 301, while the air in the one-way air intake channel 301 cannot be discharged. Furthermore, a first one-way valve 302 is provided within the one-way air intake channel 301, enabling one-way flow. A second one-way valve 303 is provided on the third air passage 207, allowing air introduced into the first air intake channel 103 from the second air intake channel 202 to pass through the second one-way valve 303, while air diffusing from the first air intake channel 103 towards the second air intake channel 202 is blocked by the second one-way valve 303.

[0044] When the air reservoir connected to the first air intake channel 103 leaks, the gas in the air reservoir connected to the second air intake channel 202 can enter the two first air intake channels 103 through the second one-way valve 303 to replenish the air source for the rear axle pressure control unit. Due to the presence of the first one-way valve 302, the gas in the first air intake channel 103 of the rear axle pressure control unit will not leak from the direction of the air reservoir connected to the first air intake channel 103. This design can ensure that the rear axle pressure control unit continues to work normally, and the vehicle can still perform conventional braking, forming a first-level redundancy structure to ensure vehicle driving safety.

[0045] like Figure 3 As shown, specifically, the first check valve 302 and the second check valve 303 have the same structure. The first check valve 302 or the second check valve 303 includes a retaining ring 304, a check valve piston 305, and a spring seat 306. The retaining ring 304 and the spring seat 306 are fixedly disposed on the inner wall of their respective channels. The check valve spring 307 is located on the spring seat 306 and connected to the check valve piston 305. The check valve piston 305 can move inside the first check valve 302 or the second check valve 303. In its natural state, the one-way valve piston 305, under the action of the one-way valve spring 307, can abut against the retaining ring 304, thereby closing the passage. When gas is introduced from the direction of the spring seat 306, the one-way valve piston 305, under the action of air pressure, connects more tightly with the retaining ring 304 and is in a closed state. When gas is introduced from the direction of the retaining ring 304, the one-way valve piston 305, under the action of air pressure, resists the spring force, thereby forming a gap between the one-way valve piston 305 and the retaining ring 304, allowing gas to enter, thus forming a one-way conduction function.

[0046] like Figure 2As shown, in some examples, the first relay valve 102 and the second relay valve 201 have the same structure. The first relay valve 102 or the second relay valve 201 also includes a control valve and a spring support. The control valve can abut against the first piston 105 or the second piston. Further, the control valve includes an abutment portion 401, a first extension portion 402, and a second extension portion 403, with the first extension portion 402 and the second extension portion 403 spaced apart. Meanwhile, the spring support includes a third extension portion 404 and a fourth extension portion 405, with the third extension portion 404 and the fourth extension portion 405 spaced apart. That is, there is a chamber structure between the first extension portion 402 and the second extension portion 403, and there is also a chamber structure between the third extension portion 404 and the fourth extension portion 405. The first extension 402 is slidably connected to the third extension 404, and the second extension 403 is slidably connected to the fourth extension 405. The two chamber structures are connected to each other, that is, the first extension 402, the second extension 403, the third extension 404, and the fourth extension 405 form a receiving area. Specifically, a relay valve spring 406 is provided in the receiving area. When the first piston 105 or the second piston pushes the abutment part 401, the abutment part 401 moves against the elastic force of the relay valve spring 406, so that the second gas chamber 107 is connected to the first air intake channel 103, or the fourth gas chamber 205 is connected to the second air intake channel 202, so as to facilitate the control of gas output.

[0047] In some examples, a protrusion 407 is provided on the base 101, which abuts against the abutment 401. At the first piston 105, the abutment 401, the protrusion 407, the first piston 105, and the inner wall of the base 101 form a second gas chamber 107. The first gas chamber 106 is formed by the first piston 105 and the inner wall of the base 101, with the first piston 105 located between the first gas chamber 106 and the second gas chamber 107. At the second piston, the abutment 401, the protrusion 407, the second piston, and the inner wall of the base 101 form a fourth gas chamber 205. The third gas chamber 204 is formed by the second piston and the inner wall of the base 101, with the second piston located between the third gas chamber 204 and the fourth gas chamber 205.

[0048] In some examples, a first through-hole is provided in the middle of the control valve, and a second through-hole is provided in the middle of the spring bracket. The first through-hole and the second through-hole communicate with each other, and the second through-hole is also connected to a first rapid exhaust passage 501. At the first relay valve 102, when the first piston 105 is connected to the abutment part 401, the first rapid exhaust passage 501 is closed; when the first piston 105 is disengaged from the abutment part 401, the first rapid exhaust passage 501 can discharge control gas from the second gas chamber 107. At the second relay valve 201, when the second piston is connected to the abutment part 401, the second rapid exhaust passage 502 is closed; when the second piston is disengaged from the abutment part 401, the second rapid exhaust passage 502 can discharge control gas from the fourth gas chamber 205.

[0049] In some examples, the first gas chamber 106 is connected to the second rapid exhaust channel 502, and the third gas chamber 204 is also connected to the second rapid exhaust channel 502. When the first piston 105 or the second piston needs to disengage from the contact part 401, the second rapid exhaust channel 502 is opened, and the control gas in the first gas chamber 106 or the third gas chamber 204 is quickly emptied. Since the first piston 105 or the second piston loses the pressure supplied by the control gas, the first piston 105 or the second piston resets.

[0050] In some examples, the first gas chamber 106 is connected to a control airway 503, and the third gas chamber 204 is also connected to a control airway 503. The control airway 503 is used to cooperate with a control gas to change the gas pressure in the first gas chamber 106 or the third gas chamber 204.

[0051] In some examples, the vehicle rear axle domain control structure also includes a trailer brake control unit, which includes a control diaphragm 601, a diaphragm spring, and a first two-position three-way solenoid valve 602. The control diaphragm 601 is disposed on the second air outlet passage 203 and can block or open the second air outlet passage 203. Specifically, the control diaphragm 601 is connected to the diaphragm spring, with its first end facing the second relay valve 201 and its second end facing the second air outlet passage 203. When a certain air pressure is applied to the second end of the control diaphragm 601, the control diaphragm 601 is tightly connected to the inner wall of the base 101, blocking the air passage between the second air outlet passage 203 and the fourth gas chamber 205.

[0052] Furthermore, a fourth air passage 603 is connected to the control diaphragm 601. A first two-position three-way solenoid valve 602 is disposed on the fourth air passage 603. One branch of the fourth air passage 603 is connected to the second air intake passage 202, and the other branch is connected to the second rapid exhaust passage 502. By adjusting the working position of the first two-position three-way solenoid valve 602, one branch can be opened. When the fourth air passage 603 is connected to the second air intake passage 202, the gas in the second air intake passage 202 can reach the second end of the control diaphragm 601, thereby blocking the air passage between the second exhaust passage 203 and the fourth gas chamber 205. It can be understood that at this time, there is still gas in the second exhaust passage 203, thus maintaining pressure.

[0053] In some examples, the trailer brake control unit also includes a second two-position three-way solenoid valve 604. This valve is connected to a third air outlet passage 606 and a fifth air passage 605. The third air outlet passage 606 is connected to the vehicle trailer valve parking control port. When gas is output from the third air outlet passage 606, the trailer is in a normal driving state; when gas is discharged from the third air outlet passage 606, the trailer is in a parking brake state. Further, one branch of the fifth air passage 605 is connected to the second air outlet passage 203, and the other branch is connected to the fourth gas chamber 205. By adjusting the operating position of the second two-position three-way solenoid valve 604, one branch can be activated. When the fifth air passage 605 is connected to the second air intake passage 202, gas in the second air intake passage 202 can be transferred to the third air outlet passage 606, thereby maintaining the normal driving of the trailer. When the fifth air passage 605 is connected to the fourth gas chamber 205, the first two-position three-way solenoid valve 602 is controlled to keep the second air outlet passage 203 in a pressure-holding state. Then, by controlling the opening and closing of the second air passage 206, the fourth gas chamber 205 can be in a state of air pressure output or exhaust. This, in turn, controls the third air outlet passage 606, which is in a conductive state with the fourth gas chamber, so that the third air outlet passage 606 can be in a state of air pressure output or exhaust, thereby realizing independent braking control of the trailer.

[0054] In some examples, a yaw rate sensor is integrated on the base 101 to record the angular velocity of the vehicle's longitudinal axis sway, enabling the vehicle to perform self-diagnosis. Furthermore, solenoid valves are installed on the first air passage 108, the second air passage 206, and the control air passage 503, allowing for the control of the opening or closing of each passage by adjusting the solenoid valves. It is understood that each solenoid valve, the first two-position three-way solenoid valve 602, and the second two-position three-way solenoid valve 604 are all electrically connected to the ECU (Electronic Control Unit).

[0055] In some examples, pressure sensors are installed inside the first air outlet channel 104, the second air outlet channel 203, and the third air outlet channel 606 to detect the air pressure inside the first air outlet channel 104, the second air outlet channel 203, and the third air outlet channel 606. The ECU electronic control unit collects the signal data from the pressure sensors in real time to achieve high-precision linear control of closed-loop pressure braking for service braking, parking braking, and trailer braking.

[0056] During use, when the vehicle is in motion, the second air passage 206 is open, controlling the gas to act on the second piston, so that the second air intake passage 202 and the second air outlet passage 203 are connected, and the second air outlet passage 203 outputs air pressure.

[0057] When the vehicle is under electronic braking, the control air passage 503 is cut off, the first air passage 108 is opened, and the control gas acts on the first piston 105, so that the first air intake passage 103 is connected to the first air outlet passage 104, and the first air outlet passage 104 outputs air pressure.

[0058] When the parking brake is applied, the second air passage 206 is closed, the second rapid exhaust passage 502 is opened, the control gas in the third gas chamber 204 is discharged, causing the second piston to disengage from the contact part 401, the control gas in the fourth gas chamber 205 is discharged from the first rapid exhaust passage 501, the air pressure at the second exhaust passage 203 decreases, and the parking brake is activated.

[0059] When the parking brake control unit fails electronically, air can be injected through the control air passage 503, which then pushes the second piston to move. At this time, the vehicle is in motion. When parking brake needs to be applied, the air in the control air passage 503 can be discharged, thus forming a two-stage redundancy structure and further improving vehicle safety.

[0060] When the trailer brakes independently, the first two-position three-way solenoid valve 602 switches its state, connecting the fourth air passage 603 with the second air intake passage 202. Under air pressure, the second end of the control diaphragm 601 cuts off the air passage between the second air outlet passage 203 and the fourth gas chamber 205, keeping the second air outlet passage 203 under pressure, meaning the trailer is in a driving state. Simultaneously, the second rapid exhaust passage 502 opens, expelling the control gas from the third gas chamber 204. The second piston disengages from the abutment part 401, and the control gas from the fourth gas chamber 205 is discharged from the first rapid exhaust passage 501, reducing the air pressure at the third air outlet passage 606 and putting the trailer in a parked state.

[0061] like Figure 4As shown, this embodiment of the invention provides a vehicle rear axle domain control system, which includes a brake signal transmitter 701, a trailer electronic control valve 702, and the aforementioned vehicle rear axle domain control structure. The brake signal transmitter 701 is electrically connected to the vehicle rear axle domain control structure, and the vehicle rear axle domain control structure is electrically connected to the trailer electronic control valve 702. One of the air outlets of the brake signal transmitter 701 is connected to the control air passage 503 of the rear axle pressure control unit. When the electronic braking of the rear axle pressure control unit fails, the control air passage 503 of the rear axle pressure control unit will receive the air pressure signal output from the brake signal transmitter 701 to perform normal service braking. The first air intake passage 103 and the second air intake passage 202 are respectively connected to two independent air reservoirs. The first air outlet passage 104 and the second air outlet passage 203 are respectively connected to the service control chamber and the parking control chamber of the dual-chamber brake chamber at the wheel hubs on both sides of the rear axle. The third air outlet passage 606 is connected to the parking control port of the trailer electronic control valve 702. It is understandable that the vehicle's rear axle domain control structure is electrically connected to the electronic parking brake switch. When the driver operates the electronic parking brake switch to park, the ECU of the vehicle's rear axle domain control structure collects the electronic parking brake switch's electrical signal and then controls the parking brake control unit to perform the parking action.

[0062] In the description of this specification, the use of terms such as "an embodiment," "some examples," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples" indicates that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0063] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A vehicle rear axle domain control structure, characterized by, The utility model relates to a rear axle pressure control unit, parking brake control unit and base, and belongs to the field of vehicle brake control. It comprises: a base; a rear axle pressure control unit arranged on the base, the rear axle pressure control unit comprising two first relay valves arranged side by side, the two first relay valves being capable of corresponding to two sides of a rear axle hub respectively, the first relay valve being communicated with a first air inlet channel and a first air outlet channel, the first relay valve comprising a first piston, a first end of the first piston being provided with a first gas chamber, a second end of the first piston being provided with a second gas chamber, the second gas chamber being communicated with the first air outlet channel, the first gas chamber being capable of being communicated with the first air inlet channel through a first air passage, the second gas chamber being communicated with the first air inlet channel when the first piston moves; a parking brake control unit arranged on the base, the parking brake control unit comprising a second relay valve, the second relay valve being communicated with a second air inlet channel and a second air outlet channel, the second relay valve comprising a second piston, a first end of the second piston being provided with a third gas chamber, a second end of the second piston being provided with a fourth gas chamber, the fourth gas chamber being communicated with the second air outlet channel, the third gas chamber being capable of being communicated with the second air inlet channel through a second air passage, the fourth gas chamber being communicated with the second air inlet channel when the second piston moves; 2. The vehicle rear axle domain control structure of claim 1, wherein, wherein the two first air inlet channels and the second air inlet channel are communicated through a third air passage.

3. The vehicle rear axle domain control structure of claim 2, wherein, The first relay valve and the second relay valve further comprise a control valve and a spring support, the control valve comprising an abutting portion, a first extension portion and a second extension portion, the spring support comprising a third extension portion and a fourth extension portion, the third extension portion and the fourth extension portion being arranged in a spaced manner, the first extension portion being in sliding connection with the third extension portion, the second extension portion being in sliding connection with the fourth extension portion, the first extension portion, the second extension portion, the third extension portion and the fourth extension portion surrounding a containing region, a relay valve spring being arranged in the containing region, the abutting portion being capable of abutting against the first piston or the second piston.

4. The vehicle rear axle domain control structure of claim 3, wherein, The base is provided with a protruding portion, the protruding portion abutting against the abutting portion, the abutting portion, the protruding portion, the first piston and the inner wall of the base surrounding the second gas chamber, the first piston and the inner wall of the base surrounding the first gas chamber, the abutting portion, the protruding portion, the second piston and the inner wall of the base surrounding the fourth gas chamber, the second piston and the inner wall of the base surrounding the third gas chamber. A first through hole is arranged in the middle of the control valve, a second through hole is arranged in the middle of the spring support, the first through hole being communicated with the second through hole, the second through hole being communicated with a first rapid exhaust channel, the second gas chamber being communicated with the first rapid exhaust channel when the first piston is separated from the abutting portion, the fourth gas chamber being communicated with the first rapid exhaust channel when the second piston is separated from the abutting portion.

5. The vehicle rear axle domain control structure of claim 3, wherein, The first gas chamber is communicated with a second rapid exhaust passage, and the third gas chamber is communicated with a second rapid exhaust passage, which can be communicated with an external environment.

6. The vehicle rear axle domain control structure of claim 3, wherein, The first gas chamber is communicated with a control air passage, and the third gas chamber is communicated with a control air passage.

7. The vehicle rear axle domain control structure of claim 1, wherein, The communication positions of the two first air inlet passages are provided with one-way air inlet passages, the one-way air inlet passages are provided with first one-way valves, the third air passage is provided with a second one-way valve, the first one-way valve and the second one-way valve are used for allowing gas to pass in one direction, and the first one-way valve and the second one-way valve each include a blocking ring, a one-way valve piston and a spring seat, the blocking ring abuts against the one-way valve piston, the one-way valve piston is movably connected with the spring seat through a one-way valve spring, and when the gas pressure on the side of the blocking ring rises, the one-way valve piston is separated from the blocking ring.

8. The vehicle rear axle domain control structure of claim 5, wherein, The vehicle rear axle area control structure further comprises a trailer brake control unit, the trailer brake control unit comprises a control diaphragm, a diaphragm compression spring and a first two-position three-way electromagnetic valve, the control diaphragm is arranged on the second air outlet passage, the control diaphragm is connected with the diaphragm compression spring, the control diaphragm is communicated with a fourth air passage, the first two-position three-way electromagnetic valve is arranged on the fourth air passage, and the fourth air passage is communicated with the second air inlet passage or the second rapid exhaust passage through the first two-position three-way electromagnetic valve.

9. The vehicle rear axle domain control structure of claim 8, wherein, The trailer brake control unit further comprises a second two-position three-way electromagnetic valve, the second two-position three-way electromagnetic valve is communicated with a third air outlet passage and a fifth air passage, and the fifth air passage is communicated with the second air inlet passage or the second air inlet passage through the second two-position three-way electromagnetic valve.

10. A vehicle rear axle domain control system characterized by, The application relates to a vehicle rear axle area control structure, comprising: A brake signal transmitter, a trailer electric control valve and the vehicle rear axle area control structure according to any one of claims 1 to 9, the brake signal transmitter is electrically connected with the vehicle rear axle area control structure, the vehicle rear axle area control structure is electrically connected with the trailer electric control valve, the brake signal transmitter is communicated with the first air inlet passage and the second air inlet passage, and the first air outlet passage and the second air outlet passage can be respectively communicated to two sides of a rear axle hub.

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