Brake valve with muffler or jet connector

Abstract

The invention relates to a brake valve (1) with a silencer or nozzle connector comprising a housing (6), a supply connection (8), a working connection (10), an exhaust section (12) and a valve member (24) slidable from an exhaust position (28) to an open position (30). The working connection (10) is in fluid communication with the exhaust section (12) when the valve member (24) is in the exhaust position (28), otherwise the working connection (10) is sealed against the exhaust section (12). The valve member (24) is arranged on a guide element (26) comprising an internal channel (66). The brake valve (1) comprises a valve sealing surface (83) arranged downstream of a channel inlet (90) and upstream of a valve connection element (74) for connecting the brake valve (1) to a functional exhaust device (2). The invention also relates to a brake valve assembly (99), a brake system (100), a vehicle (200) and a method (400) for assembling a brake valve assembly (99).

Description

Technical Field

[0001] This invention relates to a brake valve for providing braking pressure, preferably a vehicle braking system for a commercial vehicle. The brake valve includes a housing, a supply connection for receiving supply pressure, preferably from a compressed air supply source, a working connection for providing braking pressure (preferably to a brake actuator of the braking system), an exhaust portion for discharging pressurized air from the brake valve, and a valve member slidable continuously from an exhaust position to a fully open position (including at least a partially open position). When the valve member is in the exhaust position, the working connection is in fluid communication with the exhaust portion, and when the valve member is in the at least partially open position, the working connection is in fluid communication with the supply connection and is sealed relative to the exhaust portion. The valve member of the brake valve is slidably arranged on a guide element of the brake valve. The guide element includes an internal passage that, when the valve member is in the exhaust position, forms part of an exhaust flow path between the working connection and the exhaust portion. The inlet of the internal passage is generally oriented toward the working connection. Background Technology

[0002] The aforementioned type of brake valve is widely used in the automotive industry to provide braking force to the braking system. In commercial vehicles (especially buses), this should be understood in freight vehicles (such as trucks and other heavy-duty vehicles). For example, the aforementioned brake valve operates based on pressurized fluid supplied from a pressure source to the brake actuator (such as the brake caliper of a disc brake or drum brake). By sliding the valve member to the open position, pressurized air supplied to the supply connection is used to transmit braking pressure to the working port, corresponding to the position of the valve member between the venting and open positions. When the valve member is in the venting position, the working connection is vented and no braking pressure is supplied. When the valve member is in the fully open position, a braking pressure substantially equal to the supply pressure is supplied to the brake actuator. The valve member can be moved between the venting and fully open positions by the vehicle operator or based on electronic braking signals. For example, the valve member can be biased in the venting position and can be moved from the venting position by a foot pedal attached to the valve member. When the user pushes the pedal, the valve member is moved. Once the user releases the pedal, the valve member returns to the venting position.

[0003] Conventional brake valves include an exhaust muffler, which reduces noise when the brake actuator is ventilated through the brake valve. For various reasons, such as to allow foot-operated brake valves, conventional brake valves are typically mounted near the bottom of the vehicle. However, this limits the vehicle's maximum wading depth. If the water level rises above the exhaust muffler when the vehicle is driving through a stream or puddle, water enters the brake valve and adversely affects it, for example, by blocking the valve's ventilation path. Therefore, wading-type brake valves have been developed. Instead of an exhaust muffler, the exhaust portion of this type of brake valve connects to a nozzle, which is then connected via a hose or pipe to an exhaust port located on the roof of the vehicle. However, these wading-type brake valves are completely different from, or share only a few common parts with, the standard type. This results in high development and production costs for wading-type valves. Summary of the Invention

[0004] Therefore, the object of the present invention is to provide an improved brake valve that can be used in two situations: a standard type having an exhaust muffler directly attached to the brake valve, and a wading type that can be sealed to an exhaust port spaced apart from the brake valve.

[0005] This problem is solved by the present invention, which in particular has a brake valve of the aforementioned type, wherein the exhaust portion includes one or more valve connection elements arranged downstream of the internal passage, and wherein the brake valve includes a valve sealing surface, preferably for sealingly connecting the brake valve to a functional exhaust device to further exhaust pressurized air received from the brake valve to the environment, wherein the valve sealing surface is arranged downstream of the passage inlet and upstream of the valve connection elements.

[0006] Therefore, the brake valve according to the invention is a modular brake valve that can be connected to either an exhaust muffler or, alternatively, a ventilation guide. The inventors have found that the brake valve is particularly suitable for direct connection to an exhaust muffler or to a functional exhaust device for further discharging pressurized air. On the one hand, the exhaust muffler can be connected to the valve connecting element without interfering with the valve sealing surface. On the other hand, the valve connecting element does not prevent a sealing connection between the functional exhaust device and the sealing surface. The valve connecting element can further be used to connect a functional exhaust element to the brake valve. Therefore, the valve connecting element can have a dual function.

[0007] A sealing surface is a surface prepared for a sealing connection to a functional venting device. Preferably, the sealing surface includes one or more grooves and / or slots for receiving a sealing element (e.g., an O-ring). Typically, the sealing surface is precisely machined or precisely molded to provide a smooth surface, while other surfaces of the brake valve may be rough-machined or not machined at all (i.e., a rough cast surface).

[0008] The functional exhaust system is configured to further discharge pressurized air received from the brake valve into the environment. During operation and when the working port of the brake valve is ventilated, air flows from the working port along the exhaust path through an internal passage to the exhaust section of the brake valve. Then, in the exhaust section, the air is discharged either through an exhaust muffler connected to the valve connection element of the exhaust section, or, in a wading type, through the functional exhaust system, which further discharges the pressurized air. Discharge also means that the pressurized air is discharged into the environment not near the brake valve but at a location spaced apart from the brake valve. For example, the functional exhaust system could be a ventilation guide connected to a hose that, when the brake valve is installed in the vehicle, delivers the pressurized air to an exhaust muffler spaced apart from the brake valve. The flow direction is defined as from the working connection to the exhaust section. Thus, the flow direction describes the direction followed by the air at the working connection, provided at a pressure higher than ambient pressure, when the air is discharged into the environment through the brake valve. The pressurized air then flows from the working connection through the exhaust path and the exhaust section into the environment. The brake valve is preferably adapted to provide braking pressure to the pneumatic vehicle braking system of a commercial vehicle.

[0009] The valve connection element may include a slot for receiving a hook, one or more threaded portions, one or more hooks, and / or one or more protrusions. Preferably, the valve connection element may form a bayonet connector half. It should be understood that the valve connection element may also be formed from a single element. For example, a single threaded portion may form the valve connection element.

[0010] In a first preferred embodiment, the exhaust portion includes an exhaust chamber formed within the housing, wherein the exhaust chamber includes an external opening, and wherein an internal passage leads to the exhaust chamber. When no other element (e.g., a functional exhaust device or exhaust muffler) is connected to the brake valve, the external opening is open to the environment. The end of the internal passage opposite to the passage inlet is positioned upstream of the external opening. This protects the internal passage from damage. Furthermore, when an external element (e.g., a functional exhaust device) closes the external opening, it effectively prevents water or other substances from entering the internal passage.

[0011] Preferably, the valve connection element is arranged between the internal passage and the external opening of the exhaust chamber. The valve connection element is formed in the exhaust chamber. During the manufacture of the brake valve, the spatial relationship between the internal passage and the valve connection element and / or the external opening and the valve connection element can be easily ensured. Furthermore, in order to engage the complementary connection element of the external element (e.g., a functional exhaust device) with the valve connection element, the external element needs to be at least partially inserted into the exhaust chamber, thereby facilitating the sealing of the external opening.

[0012] In an alternative embodiment, the connecting element is formed on the outer surface of the housing. Connecting elements formed on the outer surface of the housing are easily accessible. The machining and assembly of the connecting element become easier. However, connecting elements arranged on the outer surface of the housing are less protected from damage than connecting elements arranged inside the exhaust chamber, and sealing the external opening may be more difficult.

[0013] The valve sealing surface is preferably formed on the guide element. By providing the valve sealing surface on the guide element, the sealing of the internal passage can be easily ensured, and the ingress of water or other substances can be effectively prevented. Furthermore, the guide element includes a sliding surface on which the valve component is slidably disposed. This sliding surface needs to be precise. The guide element is preferably machined and / or (injection) molded. Preferably, the guide element is made of a plastic material. During the manufacturing and / or molding of the precise sliding surface, the valve sealing surface can be formed with high precision with minimal additional effort. The overall manufacturing time and cost of the brake valve can be reduced. Furthermore, the spatial relationship between the internal passage and the valve sealing surface is ensured, which prevents assembly errors. In other embodiments, the guide element is preferably formed by additive manufacturing (3D printing). In alternative embodiments, the valve sealing surface may also be formed on the housing. Preferably, the valve sealing surface is formed on the inner surface of the internal passage. Preferably, the valve sealing surface includes a cylindrical sealing portion, which, according to a particularly preferred embodiment, at least partially defines the inner surface of the internal passage. Additionally or alternatively, the valve sealing surface may include an axial sealing surface of the internal passage that is substantially perpendicular to the flow direction defined by the exhaust flow path.

[0014] The internal passage preferably includes a passage outlet opposite to the passage inlet, wherein the bottleneck portion of the exhaust flow path is arranged upstream of the passage outlet of the internal passage. The internal passage extends between the passage inlet and the passage outlet, forming part of the exhaust flow path. This exhaust flow path has a bottleneck portion that forms the narrowest cross-section of the flow path along its entire path from the working connector to the exhaust connector. By arranging the bottleneck portion upstream of the passage outlet, the defined flow behavior of the air traveling along the flow path can be ensured, as the bottleneck portion significantly affects the flow behavior.

[0015] In another preferred embodiment, the internal channel has an upstream section and a downstream section, the upstream section having a first internal channel cross-sectional area, and the downstream section having a second internal channel cross-sectional area larger than the first internal channel cross-sectional area, wherein a valve sealing surface is formed on the downstream section. Preferably, the upstream section forms a bottleneck portion of the exhaust flow path. By forming a valve sealing surface on the internal channel, it is beneficial to seal the exhaust flow path when a functional exhaust element is connected to the valve sealing surface. Because the second internal cross-sectional area is larger than the first internal cross-sectional area, the cross-sectional area of ​​the flow path downstream of the upstream section can remain constant even if the functional exhaust element is received in the downstream section of the internal channel.

[0016] According to a second aspect of the invention, the above-mentioned objective is achieved by a brake valve assembly comprising a brake valve according to any preferred embodiment of the first aspect of the invention and a ventilation guide, wherein the ventilation guide forms a functional venting device. The ventilation guide is configured to be hermetically connected to a valve sealing surface and to receive pressurized air from the brake valve. The ventilation guide is adapted to further vent the air received from the brake valve and is therefore connectable to a pipe, hose, or other suitable conduit for directing the pressurized air to an exhaust port spaced apart from the brake valve.

[0017] According to a preferred embodiment, the ventilation guide includes a nozzle and a ventilation guide mounting bracket. The nozzle is preferably formed as an elongated element for guiding pressurized air received from the brake valve. Preferably, the nozzle is adapted to function as a hose connector. A hose for further discharging the pressurized air can be placed on the nozzle and secured to it by a hose clamp or other suitable means. The mounting bracket is preferably adapted to engage valve connection elements.

[0018] Preferably, the nozzle and the ventilation guide mounting bracket are separate components, wherein a ventilation guide sealing portion for sealing the connection to the valve sealing surface is formed on the nozzle, and wherein a complementary connecting element for engaging the valve connecting element is preferably formed on the ventilation guide mounting bracket. During assembly, the ventilation guide sealing portion of the nozzle can then make sealing contact with the valve sealing surface, and the nozzle can then be secured to the brake valve by the mounting bracket.

[0019] In another preferred embodiment, the ventilation guide retainer is configured to abut the nozzle on the opposite side of the ventilation guide sealing portion, and is preferably configured to press the ventilation guide sealing portion into contact with the sealing surface. Preferably, the retainer thus includes a flexible element adapted to deform and provide a restoring force after deformation. Preferably, the flexible element deforms when the ventilation guide sealing portion contacts the valve sealing surface and when the retainer abuts the nozzle and engages the valve connection element. By pressing the nozzle into contact with the sealing surface, a tight sealing connection between the nozzle and the brake valve can be ensured, preventing water ingress. Preferably, the flexible element is formed by a longitudinal slot that allows the retainer (preferably the dome section) to deform.

[0020] Preferably, a step is formed between the upstream and downstream sections of the internal channel, with the nozzle adjacent to the step, preferably creating a smooth transition between the upstream section and the internal nozzle channel. In a particularly preferred embodiment, the step is perpendicular to a first inner surface of the internal channel defining the upstream section adjacent to the step, and / or perpendicular to a second inner surface of the internal channel defining the downstream section adjacent to the step. This step then facilitates proper positioning of the nozzle relative to the guide element. Preferably, the step forms or carries a valve sealing surface. A smooth transition is formed, and there is no abrupt transition (e.g., a step) in the flow path between the upstream section and the internal nozzle channel. Preferably, the internal cross-section of the upstream section is substantially the same as the cross-section of the internal nozzle channel. It should be understood that the smooth transition between the upstream section and the internal nozzle channel still allows for small inconsistencies in the flow path due to manufacturing tolerances. Furthermore, a transition element providing a smooth transition between the upstream section and the internal nozzle channel can be provided.

[0021] In a third aspect, the present invention addresses the aforementioned objective by providing a brake valve assembly comprising a brake valve according to the first aspect of the invention and a muffler, wherein the muffler forms a functional exhaust system, and preferably includes a muffler mounting bracket and sound-insulating material. The muffler mounting bracket is adapted to engage valve connection elements and serves to hold the sound-insulating material in place. The sound-insulating material allows pressurized air received from the brake valve to flow into the environment and is configured to suppress the resulting noise. The brake valve assembly according to the third aspect of the invention is configured for standard use when a vehicle requiring a large wading depth does not need to include the brake valve assembly. The brake valve assembly according to the second aspect of the invention provides a wading-type brake valve assembly. The brake valve according to the first aspect of the invention can be used in two brake valve assemblies (according to the second and third aspects). Therefore, the brake valve offers flexibility in use. There is no need to design a separate brake valve for wading use, and the brake valves can be produced in higher quantities, resulting in reduced manufacturing costs.

[0022] According to a fourth aspect of the invention, the above-mentioned objective is achieved by a braking system for a vehicle (particularly a commercial vehicle) comprising a brake valve according to any preferred embodiment of the first aspect of the invention, preferably comprising a brake valve assembly according to the second or third aspect of the invention. In a fifth aspect, the invention achieves the above-mentioned objective by a vehicle (particularly a commercial vehicle) comprising a braking system according to the fourth aspect of the invention.

[0023] According to a sixth aspect of the invention, the above-mentioned objective is achieved by an assembly method for assembling a brake valve assembly, the method comprising the steps of: providing a ventilation guide as a functional exhaust device; engaging a ventilation guide sealing portion of the ventilation guide to a valve sealing surface of a brake valve; and engaging a complementary connecting element of the ventilation guide to a valve connecting element of the brake valve. Alternatively, the assembly method may include the steps of: providing a muffler as a functional exhaust device; and engaging a complementary connecting element of the muffler to a valve connecting element of the brake valve.

[0024] It should be understood that the brake valve according to the first aspect of the invention, the brake valve assembly according to the second aspect of the invention, the brake valve assembly according to the third aspect of the invention, the brake system according to the fourth aspect of the invention, the vehicle according to the fifth aspect of the invention, and the method according to the sixth aspect of the invention preferably have similar or identical aspects. Therefore, reference has been made to the above description of the brake valve according to the first aspect of the invention.

[0025] To gain a more complete understanding of the invention, it will now be described in detail with reference to the accompanying drawings. The detailed description will illustrate and describe what is considered to be the preferred embodiments of the invention. It should be understood, of course, that various modifications and changes in form or detail can be readily made without departing from the spirit of the invention. Therefore, the invention is not limited to the exact forms and details shown and described herein, nor to all of the invention less than that disclosed herein and subsequently claimed. Furthermore, the features described in the specification and drawings disclosing the invention may be necessary for the invention to be considered individually or in combination. The word "comprising" or "including" does not exclude other elements or steps. The word "a" or "an" does not exclude a plural. The word "multiple" includes the digit 1 (i.e., a single item) as well as other digits (e.g., 2, 3, 4, etc.). Attached Figure Description

[0026] In the attached diagram: Figure 1 A schematic layout of a vehicle with a braking system, including a wading-type brake valve assembly, is shown. Figure 2a A cross-sectional view of a single-loop brake valve assembly in a wading configuration is shown. Figure 2bA cross-sectional view of a standard dual-circuit brake valve assembly is shown. Figure 3 Showing Figure 2a Details; Figure 4 A cross-sectional view of a standard type of brake valve assembly is shown; Figure 5 Shows connectable to according to Figure 2a or Figure 3 A perspective view of the nozzle of the brake valve assembly; Figure 6 A perspective view of the muffler mounting bracket is shown; Figure 7 A perspective view of the ventilation guide mounting bracket is shown; and Figure 8 A flowchart of the assembly method is shown. Detailed Implementation

[0027] Vehicle 200 (particularly commercial vehicle 202) includes a front axle 204 and a rear axle 206. To brake the front wheels 208.1, 208.2 of the front axle 204 and the rear wheels 210.1, 210.2 of the rear axle 206, vehicle 200 includes a braking system 100 having a front axle braking circuit 102 for braking the front wheels 208.1, 208.2 and a rear axle braking circuit 104 for braking the rear wheels 210.1, 210.2. To brake wheels 208.1, 208.2, 210.1, 210.2, braking system 100 includes front axle brake actuators 106.1, 106.2 and rear axle brake actuators 108.1, 108.2. Front axle brake actuators 106.1 and 106.2 are connected to front axle brake adjuster 110, while rear axle brake actuators 108.1 and 108.2 are connected to rear axle brake adjuster 112. To supply compressed air at a supply pressure pS, braking system 100 includes a compressed air supply source 114. Of course, braking system 100 may include more than one air supply source.

[0028] To brake vehicle 200, braking pressure pB needs to be supplied to the front axle brake adjuster 110 and the rear axle brake adjuster 112. To provide braking pressure pB, braking system 100 includes a brake valve assembly 99, which includes a brake valve 1 and a functional venting element 2. Brake valve 1 includes a housing 6 and also has a supply connection 8, a working connection 10, and a venting portion 12. Supply connection 8 is connected to compressed air supply source 114 via supply line 120.1 to receive pressurized air at supply pressure pS.

[0029] When actuated by the user, the brake valve 1 of the brake valve assembly 99 provides a braking pressure pB corresponding to the degree of actuation provided by the user. To allow actuation, the brake valve 1 includes an actuating element 14, which in this embodiment is formed as a brake pedal 16. The brake valve 1 is configured to regulate the braking pressure pB supplied to the working connection 10 according to the degree of actuation of the actuating element 14. If the brake pedal 16 is only slightly actuated, a low braking pressure pB is supplied to the working connection 10, while when the brake pedal 16 is fully actuated, a high braking pressure pB is supplied to the working connection 10.

[0030] Brake valve 1 is connected to the front axle brake adjuster 110 and the rear axle brake adjuster 114 via connecting lines 116 and 118. In this embodiment, brake valve 1 is configured as a single-circuit brake valve 1, having only one working connection 10 for providing brake pressure pB. Both the front axle connecting line 116, which connects brake valve 1 to the front axle brake adjuster 110, and the rear axle connecting line 118, which connects brake valve 1 to the rear axle brake adjuster 112, are connected to the same working connection 10 of brake valve 1. In other embodiments, brake valve 1 may also be configured as a multi-circuit brake valve 1, having multiple working connections 10 for providing the same and / or different brake pressures pB to brake circuits 102 and 104.

[0031] Brake regulators 110 and 112 receive the braking pressure pB provided by brake valve 1 and supply pressurized air at the same braking pressure pB but with a larger volume to the corresponding brake actuators 106.1, 106.2, 108.1, and 108.2. Therefore, brake regulators 110 and 112 are also connected to a compressed air supply source via supply lines 120.2 and 120.3. It should be noted that the front axle brake regulator 110 and / or the rear axle brake regulator 112 can also be configured to further modify the braking pressure pB. For example, the front axle brake regulator 110 may include an ABS module (not shown) for providing ABS functionality. Furthermore, brake actuators 106.1, 106.2, 108.1, and 108.2 can also be directly connected to brake valve 1.

[0032] To release the brakes on vehicle 200, the brake pressure pB needs to be released from brake actuators 106.1, 106.2, 108.1, and 108.2. Therefore, brake valve 1 is configured to discharge brake actuators 106.1, 106.2, 108.1, and 108.2 by connecting working connector 10 to exhaust manifold 12. To discharge pressurized air, air needs to be released to the environment through an opening. However, this opening allows water to enter the braking system 100. Brake valves (especially those with brake pedals) are typically located in a low position on vehicle 200. Therefore, the maximum wading depth of vehicle 200 is limited because water may enter the braking system 100 through exhaust manifold 12 when vehicle 200 travels through water and the water level reaches the exhaust manifold. In ordinary vehicles, the maximum available wading depth is sufficient, and standard brake valve assembly 99 can be used. However, if an increased wading depth is required, special measures are needed. Therefore, wading-type brake valves and / or brake valve assemblies are provided.

[0033] exist Figure 1 In this configuration, the brake valve assembly 99 is of a wading type, and the functional exhaust element 2 is a ventilation guide 4. The ventilation guide 4 is connected to the exhaust pipe 122, which is connected to the remote exhaust muffler 124. To release the brakes on the vehicle 200, the brake pressure pB is released from the brake actuators 106.1, 106.2, 108.1, and 108.2 via connecting pipes 116 and 118, the brake valve 1, the ventilation guide 4, the exhaust pipe 122, and the remote exhaust muffler 124.

[0034] Ventilation guide 4 is sealed to brake valve 1, thereby achieving a sealed connection between brake valve 1 and exhaust pipe 122. Remote exhaust muffler 124 is spaced apart from brake valve 1 and positioned high on vehicle 200. By positioning exhaust muffler 124 high on vehicle 200, water is prevented from entering braking system 100 when vehicle 200 travels through water.

[0035] Figure 2a Showed in more detail Figure 1 The described brake valve assembly 99. A housing 6 defines a first valve chamber 18 and a second valve chamber 20. A piston 22 of an actuating element 14 is slidably disposed in the first valve chamber 18. A valve member 24 and a guide element 26 are disposed in the second valve chamber 20. The valve member 24 is slidably disposed on the guide element 26 such that the valve member 24 can... Figure 2a The exhaust position 28 and the fully open position (e.g., in) are shown. Figure 2a The movement between these points (indicated by reference points or the mark "30") includes at least a partial opening. Specifically, Figure 2aReference numeral 30 can indicate, for example, the contact point between valve member 24 and guide element 26 when valve member 24 moves / slides toward guide element 26. In the exhaust position 28, the first valve member side 34 of the valve member head 32 of valve member 24 abuts against a first valve seat 35 disposed on the transition 36 between the first valve chamber 18 and the second valve chamber 20. As will be explained in more detail below, movement of valve member 24 is possible due to the contact between piston head 60 and valve member head 32. In the fully open position 30, piston 22 abuts against a hard stop 62 formed by the housing on the transition 36 between the first valve chamber 18 and the second valve chamber 20. Hard stop 62 restricts the range of motion of piston 22 such that valve member 24 reaches fully open position 30 when piston 22 contacts hard stop 62. In the fully open position 30, the second valve member side 38 of valve member head 32 and guide element 26 are preferably spaced apart to prevent damage to valve member 24. When piston 22 reaches the fully open position 30 (adjacent to hard stop 62), the clearance between valve member 24 and valve seat 35 reaches its maximum value. Because the stop function is already provided by hard stop 62, no physical contact is required between the second valve member side 38 and guide element 26. Therefore, damage to valve member 24 is prevented. Valve member 24 is biased to exhaust position 28 by a return spring 40 arranged between the second valve member side 34 and the bottom section 42 of guide element 26.

[0036] The guide element 26 is inserted into the second valve chamber 20 from the first housing side 44 and held in place by the locking ring 46. In order to seal the gap between the outer circumferential surface 48 of the guide element 26 and the inner wall 50 of the housing 6 that defines the second valve chamber 20, an O-ring 52 is provided between the guide element 26 and the inner wall 50.

[0037] Piston 22 is inserted into the first valve chamber 18 from the second housing side 54. Another O-ring 52 is disposed between piston 22 and the second inner wall 56 of the housing 6 defining the first valve chamber 18. Piston 22 seals the first valve chamber 18 and can... Figure 2a The piston moves between the release position 58 and the fully actuated position. In the fully actuated position, the piston head 60 of the piston 22 is adjacent to the valve member head 32 on the first valve member side 34, and the piston 22 is adjacent to the hard stop 62 formed by the housing on the transition 36 between the first valve chamber 18 and the second valve chamber 20.

[0038] Piston spring 64 biases piston 22 toward release position 58. Figure 2a(Upward), so that as long as no force greater than the stress provided by the piston spring 64 is applied to the brake pedal 16, the piston 22 remains in the released position 58. The pressure member 21, adjusting spring 23, and spring seat 25 functionally connect the brake pedal 16 to the piston 22. The push rod 27 of the brake pedal 16 is received in the pressure member 21, which is in turn slidably received in the cover 29, which closes the housing 6 on the second housing side 54. The spring seat 25 is received in the transmission chamber 31 of the piston 22. The connector 33 screws onto the threaded portion 37 of the pressure member 21 and extends through the spring seat 25. The cover 29 is secured to the housing 6 and restricts the movement of the pressure member 21 away from the piston 22 (in... Figure 2a (Upward). An adjusting spring 23 is arranged between the pressure member 21 and the spring seat 25 and surrounds the connector 33 to bias the spring seat 25 away from the pressure member 21. The connector 33 is slidably received in the spring seat 25. However, the screw head of the screw 39 restricts the movement of the pressure member 21 away from the spring seat 25 together with the connector 33, such that the maximum distance between the pressure member 21 and the spring seat 25 is reached when the screw head of the screw 39 abuts the spring seat 25. The adjusting spring 23 between the pressure member 21 and the spring seat 25 generates pneumatic characteristics. The adjusting spring 23 reaches its maximum stroke when the pressure member 21 touches the piston 22. During assembly, the spring seat 25, the pressure member 21, the adjusting spring 23 and the connector 33 are assembled together, wherein the screw 39 connects the spring seat 25 to the connector 33. The pre-assembly is then assembled in the piston 22. In addition, the piston spring 64 pushes the piston 22 and the spring seat 25 toward the second housing side 54 (in Figure 2a (Centering upwards). Screw 39 is positioned at the "0" position between spring seat 25 and connector 33 attached to pressure member 21, depending on its location. When screw 39 is loosened, the space between pressure member 21 and spring seat 25 increases, thereby reducing the pretension of adjusting spring 23.

[0039] When the brake pedal 16 is actuated, the pressure member 21 moves toward the first housing side 44 (in Figure 2a(Downward). This movement compresses the adjusting spring 23, and the pressure member 21 moves toward the spring seat 25. The adjusting spring 23 provides a compressive reaction force to the spring seat 25 and the piston 22, which in turn causes the piston 22 to move downward against the piston spring 64 arranged between the piston 22 and the housing 6. Therefore, actuation of the brake pedal 16 causes compression of the piston spring 64 and the adjusting spring 23. The extent of movement of the pressure member 21 and the piston 22 depends on the compressive reaction force (or biasing force) provided by the adjusting spring 23 and the piston spring 64, because as long as the pressure member 21 is spaced from the piston 22, the forces provided by the adjusting spring 23 and the piston spring 64 need to be balanced. Once the adjusting spring 23 has been compressed so that the pressure member 21 abuts the piston 22, the pressure member 21 and the piston 22 move in unison. Further actuation of the brake pedal 16 moves the piston 22 toward the fully open position 30 (in Figure 2a (downward), because a directional connection is established between the brake pedal 16 and the piston 22 via the push rod 27 and the pressure member 21.

[0040] Adjusting spring 23, spring seat 25, and screw 39 provide a means for setting pedal feedback for brake pedal 16. When adjusting spring 23 is pre-tensioned to a high degree, piston 22 moves with slight actuation of brake pedal 16 because a large force is required to further compress adjusting spring 23. On the other hand, when adjusting spring 23 is pre-tensioned at a low degree, pressure member 21 performs free play (or idle play) toward piston 22 upon initial actuation of brake pedal 16 because almost no force is required to compress adjusting spring 23. In this case, only pressure member 21 moves toward piston 22 when brake pedal 16 is initially moved, while piston 22 itself essentially maintains its position. Valve member 24 also essentially maintains its position, so no braking pressure pB is supplied to working connection 10.

[0041] After the potential free travel of pressure element 21, piston 22 overcomes the biasing force provided by piston spring 64 and moves from release position 58 toward fully open position (in Figure 2a (Downward). Between the release position 58 and the fully open position, the piston head 60 abuts the valve member 24, thereby forming a sealing contact between the piston head 60 and the valve member head 32. When the piston 22 is further actuated by the brake pedal 16, the piston 22 pushes the valve member 24 from the exhaust position 28 to the fully open position 30. The piston 22 is biased toward the release position 58 by a piston spring 64 arranged between the piston 22 and the housing 6, such that when no actuation force is applied to the brake pedal 16, the piston 22 returns to the release position 58.

[0042] The guide element 26 includes an internal channel 66 and a through hole 68 is provided in the valve member head 32 such that when the piston head 60 is separated from the valve member head 32 (when the piston 22 is in the release position 58), the first inner cavity 18 is in fluid communication with the exhaust portion 12 of the brake valve 1. When the actuating element 14 is at least partially actuated, the piston head 60 seals against the valve member head 32, thereby separating the exhaust portion 12 from the first valve cavity 18. However, the valve member 24 is then in the at least partially open position, wherein the valve member head 32 is separated from the valve seat 35, such that the second valve cavity 20 is in fluid communication with the first valve cavity 18.

[0043] The supply connector 8 is in direct fluid communication with the second valve chamber 20, thereby supplying it with pressurized air at a supply pressure pS. When the valve member 24 is in the exhaust position 28, the second valve chamber 20 is closed relative to the first valve chamber 18 and the exhaust port, so that the supply connector 8 is not directly connected to the exhaust port. If starting from the exhaust position 28 and braking pressure is to be applied to the working connector 10, the brake pedal 16 needs to be actuated (relative to...). Figure 2a(Pushed downwards). Piston 22 moves against the biasing force of piston spring 64 and abuts valve member head 32 with its piston head 60. Valve member head 32 moves out of the exhaust position and forms a gap between valve seat 35 and the first valve member side 34 of valve member head 32. Pressurized air supplied to the second valve chamber 20 via supply connector 8 can then flow from the second valve chamber 20 to the first valve chamber 18. Working connector 10 is in direct fluid communication with the first valve chamber 18 such that when valve member 24 is in at least the partially open position, pressurized air at braking pressure pB is supplied to working connector 10. The pressure level of braking pressure pB depends on the size of the gap formed between valve seat 35 and valve member head 32. If the gap is small, a high pressure drop occurs, and the braking pressure pB supplied to working connector 10 is much smaller than the supply pressure pS. When valve member 24 is in the fully open position 30, the gap formed between valve seat 35 and valve member head 32 is large enough that braking pressure pB is substantially equal to supply pressure pS. In this configuration, brake actuators 106.1, 106.2, 108.1, and 108.2 connected to the working connector 10 are fully actuated and apply maximum braking force. It should be noted that the movement of piston 22 depends on the actuation of brake pedal 16, the deflection of adjusting spring 23, and additional factors such as friction and the force provided by return spring 64. Adjusting spring 23 deflects because the braking pressure pB established in the first valve chamber 18 acts on the exposed area of ​​piston 22 facing the first valve chamber 18. As the gap between valve member head 32 and valve seat 35 increases, the braking pressure pB also increases. Adjusting spring 23 is deflected (compressed) such that a portion of the movement of pressure member 21 toward the first housing side 44 is compensated by adjusting spring 23. Therefore, the movement of piston 22 is not necessarily synchronized with the movement of push rod 27 and pressure member 21. Part of the braking characteristics of brake valve 1 can be configured via adjusting spring 23. When the adjusting spring 23 is fully compressed, the pressure member 21 contacts the piston 22, establishing a synchronized movement between the piston 22 and the push rod 27. Preferably, the contact between the piston 22 and the pressure member 21 causes a sudden increase in the gap between the valve seat 35 and the valve member head 32, resulting in a jump in the pressure level of the braking pressure pB supplied to the first valve chamber 18 and the working connection 10. More preferably, when the pressure member 21 abuts the piston 22, a pressure level of braking pressure pB that is substantially equal to the supply pressure pS is established.

[0044] When the brake pedal 16 is released, the piston 22 and valve member 24 return to the release position 58 and exhaust position 28 respectively via springs 40 and 64. The valve member head 32 abuts the valve seat 35, thereby separating the first valve chamber 18 from the second valve chamber 20. Once the valve member 24 has reached the exhaust position 28, further movement of the valve member 24 is stopped by the valve seat 35. However, the piston 22 continues to move, causing the piston head 60 to separate from the valve member head 32. The first valve chamber 18 then re-enters fluid communication with the exhaust section 12 through the through hole 68 and the internal passage 66. Pressurized air at the braking pressure pB can then flow from the working connection 10 through the first valve chamber 18, the gap formed between the piston head 60 and the valve member head 32, the through hole 68, and the internal passage 66 formed in the guide element 26 to the exhaust section 12 along the exhaust flow path 67.

[0045] although Figure 2a The brake valve 1 described herein is a single-circuit brake valve for providing braking pressure pB to a single brake circuit 102, 104, but brake valve 1 may also be formed of a dual-circuit type. Figure 2b A preferred embodiment of this dual-circuit type brake valve 1 is shown. Figure 2b The brake valve 1 shown is configured to provide a braking pressure pB to one of the brake circuits 102 and 104 and a secondary braking pressure pB2 to the other brake circuit 102 and 104. In the dual-circuit type brake valve 1, the piston 22 does not directly actuate the valve member 24. Instead, a secondary piston 41 is arranged between the piston 22 and the valve member 24. (Refer to the above) Figure 2a As described, the movement of piston 22 is initiated by pushing the brake pedal 16. Upon actuation, piston 22 moves toward the first housing side 44 (in... Figure 2b (Middle to bottom).

[0046] The secondary piston 41 extends through the secondary guide element 43, guiding the secondary valve member 45. Upon actuation, the piston 22 moves the secondary valve member 45. The secondary valve member 45 functions substantially the same as the valve member 24. When in contact with the secondary valve seat 47, the secondary valve member 45 prevents pressurized air supplied at supply pressure pS to the secondary supply chamber 49 via the supply connector 8 from flowing to the secondary working chamber 51 connected to the secondary working connector 53. When removed from the secondary valve seat 47, a gap is formed at the valve seat 47 between the housing 6 and the secondary valve member 45, allowing air to flow from the secondary supply chamber 49 to the secondary working chamber 51. The pressure level of the pressurized air supplied to the secondary working connector 53 via this gap and the secondary working chamber 51 depends on the size of the gap. A large gap results in a high secondary braking pressure pB2 being supplied to the secondary working connector 53, and a small gap results in a low secondary braking pressure pB2 being supplied to the secondary working connector 53. When both circuits are functioning normally, the pressure from the secondary working chamber 51 acts on the secondary piston 41 via the secondary guide element 43. The secondary piston 41 is moved by the pressure (the force generated by the pressure) and acts on the valve member 24 for supplying braking pressure pB. In the event of a failure (no braking pressure is supplied to the secondary working chamber 51), piston 22 can mechanically actuate the secondary piston 41 to supply at least braking pressure pB. The braking pressure pB and the secondary braking pressure pB2 can have the same or different pressure levels. The pressure levels of the braking pressure pB and the secondary braking pressure pB2 depend on the dimensions of the respective valve members 24, 45 and the characteristics of the springs that bias the valve members 24 and the secondary valve members 45 toward their respective valve seats 35, 47. Furthermore, the pressure levels of the braking pressure pB and the secondary braking pressure pB2 depend on the type of seal selected for the secondary piston 41, the location of the seal, and the dimensions of the secondary piston 41. For example, the working connector 10 can supply braking pressure pB to the front axle braking circuit 102, while the secondary working connector 53 can supply secondary braking pressure pB2 with a lower pressure level to the rear axle braking circuit 104.

[0047] The exhaust section 12 is configured to discharge air from the brake valve 1. Although in Figure 2b Air in the brake valve assembly 99 shown is directly discharged into the environment through the exhaust muffler 95, but Figure 2a The exhaust portion 12 of the brake valve assembly 99 shown does not directly discharge pressurized air to the environment. Instead, pressurized air is supplied to the ventilation guide 4. (Refer to...) Figure 3 Further description of the exhaust section 12 and the ventilation guide 4, Figure 3 Showing Figure 2a The details of the brake valve 99 depicted in the text.

[0048] The exhaust section 12 includes an exhaust chamber 70 formed by the housing 6. The exhaust chamber 70 is arranged between the second valve chamber 20 and the external opening 72. An internal passage 66 leads to the exhaust chamber 70. If the ventilation guide 4 is not connected to the brake valve 1, the external opening 72 will form an opening between the brake valve 1 and the environment. However, in… Figure 3 In the brake valve assembly 99 shown, the ventilation guide 4 is connected to the brake valve 1. A valve connecting element 74 is disposed on the housing 6 downstream of the internal passage 66 and upstream of the external opening 72. In this embodiment, the connecting element 74 is formed as a slot 75, and a complementary connecting element 76 of the ventilation guide 4, formed as a snap hook 77, is received in the slot 75.

[0049] The ventilation guide 4 includes a nozzle 78 and a ventilation guide mounting bracket 79. In this embodiment, the nozzle 78 and the ventilation guide mounting bracket 79 are formed as separate elements. The nozzle 78 extends through the ventilation guide mounting bracket 79, which abuts the nozzle 78 on a nozzle shoulder 80. A flexible slot 81 is provided in the dome portion 82 of the ventilation guide mounting bracket 79, making the ventilation guide mounting bracket 79 partially flexible, and is configured to press the nozzle 78 against the brake valve 1.

[0050] The brake valve 1 includes a valve sealing surface 83 formed on the guide element 26. Specifically, the valve sealing surface 83 is an inner sealing surface 84 formed on the internal passage 66. The inner sealing surface 84 includes a first sealing surface 85 oriented substantially perpendicular to the exhaust flow path 67 and a second sealing surface 86 oriented substantially parallel to the exhaust flow path 67. To ensure a sealed connection between the functional exhaust element 2 and the brake valve 1, a sealing element in the form of an O-ring 52 is arranged between the nozzle 78 and the second sealing surface 86. Additionally or alternatively, a seal may be formed between the first sealing surface 85 and the nozzle 78. In this embodiment, the first sealing surface 85 is formed by a step 87 between the upstream section 88 and the downstream section 89 of the internal passage 66. A ventilation guide retainer 79 presses the ventilation guide sealing portion 61 of the nozzle 78 against the step 87 (preferably in contact with the step 87), thereby ensuring a sealed connection between the nozzle 78 and the valve sealing surface 83.

[0051] The valve sealing surface 83 is located downstream of the channel inlet 90 of the internal channel 66, which is oriented toward the working connection 10. Furthermore, the valve sealing surface 83 is located upstream of the valve connecting element 74. This ensures that water is prevented from entering the internal channel 66 and the valve chambers 18, 20, even if water enters through the valve connecting element 76.

[0052] The upstream section 88 of the internal passage 66 has a first internal passage cross-sectional area A1, and the downstream section 89 has a second internal cross-sectional area A2 that is larger than the first internal passage cross-sectional area A1. The bottleneck portion 91 of the exhaust flow path 67 is arranged upstream of the channel outlet 92 of the internal passage 66. When the valve member 32 is in the fully open position 30, the bottleneck portion 91 of the exhaust flow path 67 is arranged upstream of the channel outlet 92 and in the upstream section 88 of the internal passage 66.

[0053] The nozzle 78 is elongated, extending outward from the exhaust chamber 70 and away from the brake valve 1. In this embodiment, the nozzle 78 is straight. At the nozzle end 93, oriented away from the brake valve 1, the nozzle 78 is adapted to be inserted into a hose (not shown), which can be clamped onto the nozzle 78 with a hose clamp (not shown). To guide the pressurized air received from the exhaust portion 12 of the brake valve 1, the nozzle 78 also includes a nozzle passage 94. The nozzle passage 94 tapers towards the nozzle end 93. Near the valve sealing surface 83 (opposite to the nozzle end 93), the nozzle cross-sectional area A3 of the nozzle passage 94 is substantially equal to the cross-sectional area A1 of the first internal passage, thereby providing a smooth transition between the internal passage 66 of the guide element 26 and the nozzle passage 94 of the nozzle 78.

[0054] Figure 4 A standard configuration of the brake valve assembly 99 is depicted. In this embodiment, the brake valve 1 is the same as that shown in Figure 2 and... Figure 3 The brake valve shown is the same as 1. Figure 4 The embodiments shown are consistent with Figure 2 and Figure 3 The difference in the illustrated embodiment is that the functional exhaust element 2 is formed as a muffler 95. The muffler 95 includes a muffler mounting bracket 96, which engages a valve connecting element 76 and holds the sound-insulating material 97 in place. A guide element 26 extends into the sound-insulating material 97, allowing pressurized air to be discharged directly from the exhaust section 12 into the sound-insulating material 97. This prevents unwanted noise. A brake valve 1 can be used in Figure 2 and... Figure 3 The wading type brake valve assembly 99 shown and Figure 4 The standard type of brake valve assembly shown is used. Therefore, it is not necessary to develop a brake valve 1 that is only used in wading applications. This avoids excessive development, processing, and manufacturing costs.

[0055] The nozzle 78 can also be configured as a bent pipe type with a bend 98. Figure 5 The curved portion 98 is preferably curved in a single plane, having a bending angle α greater than 0° to 170°, preferably 5° to 170°, preferably 20° to 150°, preferably 35° to 120°, and particularly preferably 90°. Preferably, the nozzle 78 may also be curved in multiple planes.

[0056] Figure 6A detailed view of the muffler mounting bracket 96 is shown, while Figure 7 A detailed view of the ventilation guide bracket 79 is shown. The two brackets 79 and 96 are substantially similar in shape, featuring complementary connecting elements 76, dome portions 82, and flexible slots 81. The ventilation guide bracket 79 differs from the muffler bracket 96 in that the dome portion 82 has a nozzle hole 73 for receiving the nozzle 78. In the muffler bracket 96, the hole 73 is closed by a cap 69 connected to the dome portion 82 via a narrow bridging element 71. Both the ventilation guide bracket 79 and the muffler bracket 96 can be manufactured with only minor modifications during the manufacturing process. For example, if both parts are manufactured by injection molding, the ventilation guide bracket 79 can be manufactured using the same tools used to manufacture the muffler bracket 96, with an additional core element provided at the location of the nozzle hole 73. If no tooling change is required, the muffler bracket 96 can be converted into a ventilation guide bracket 79 by manually engaging the narrow bridging element 71 and removing the cap 69.

[0057] Figure 8 An assembly method 300 for assembling a brake valve assembly 99 is shown. In the first step S1, a brake valve 1 is provided. After the first step S1, the method is divided into a first process 302 for assembling a wading type brake valve assembly 99 and a second process 304 for assembling a standard type brake valve assembly 99.

[0058] In the first process 302, a ventilation guide 4, serving as a functional exhaust device 2, is provided as a second step S2. In the third step S3, the ventilation guide 4 engages the valve sealing surface 83 of the brake valve 1. In the fourth step, the complementary connecting element 76 of the ventilation guide 4 engages the valve connecting element 74 of the brake valve 1 to secure the ventilation guide 4 to the brake valve 1.

[0059] In the second process 304, a muffler 95 is provided as a functional exhaust element 2 (step S5). In the sixth step S6, the complementary connecting element 76 of the muffler 95 engages with the valve connecting element 74 to secure the muffler 95 to the brake valve 1.

[0060] List of reference numerals (part of the instruction manual)

[0061] 1. Brake valve

[0062] 2. Functional exhaust components

[0063] 4. Ventilation guide components

[0064] 6. Shell

[0065] 8. Supply of connectors

[0066] 10 Working connectors

[0067] 12 Exhaust Section

[0068] 14 Actuating elements

[0069] 16. Brake pedal

[0070] 18 First valve chamber

[0071] 20 Second valve chamber

[0072] 21 Pressure components

[0073] 22 Pistons

[0074] 23 Adjusting the spring

[0075] 24 Valve components

[0076] 25 Spring seat

[0077] 26. Guiding elements

[0078] 27 Putter

[0079] 28 Exhaust position

[0080] 29. Lid

[0081] 30 Fully open position

[0082] 32 Valve component head

[0083] 33 Connectors

[0084] 34 First valve component side

[0085] 35 Valve seat

[0086] 36. Transition Section

[0087] 37 Threaded portion

[0088] 38 Second valve component side

[0089] 39 screws

[0090] 40 Return spring

[0091] 41 Two-stage piston

[0092] 42 Bottom Section

[0093] 43 Secondary guiding element

[0094] 44 First shell side

[0095] 45 Secondary valve components

[0096] 46 Locking ring

[0097] 47 Secondary valve seat

[0098] 48 Outer circumferential surface

[0099] 49 Secondary supply chamber

[0100] 50 Inner Wall

[0101] 51 Secondary working chamber

[0102] 52 O-ring

[0103] 53 Secondary working connector

[0104] 54 Second shell side

[0105] 56 Second Inner Wall

[0106] 58 Release position

[0107] 60 Piston Head

[0108] 61. Ventilation guide sealing part

[0109] 62 Hard stop

[0110] 64 Piston Spring

[0111] 66 Internal passage

[0112] 67 Exhaust Flow Path

[0113] 68 through hole

[0114] 69 hats

[0115] 70 Exhaust Chamber

[0116] 71 Bridging component

[0117] 72 External opening

[0118] 73 Nozzle holes

[0119] 74 Valve connection elements

[0120] 75 slot

[0121] 76 Complementary Connecting Elements

[0122] 77 Clip Hook

[0123] 78 nozzles

[0124] 79 Ventilation guide bracket

[0125] 80 nozzle shoulder

[0126] 81 Flexural slot

[0127] 82 Dome section

[0128] 83 Valve sealing surface

[0129] 84 Inner sealing surface

[0130] 85 First sealing surface

[0131] 86 Second sealing surface

[0132] 87 steps

[0133] 88 Upstream Section

[0134] 89 Downstream Section

[0135] 90th Channel Entrance

[0136] 91 Bottleneck Section

[0137] 92 Exit

[0138] 93 Nozzle tip

[0139] 94 Nozzle Channel

[0140] 95 silencer

[0141] 96 Muffler mounting bracket

[0142] 97 Sound insulation materials

[0143] 98. Bend

[0144] 99 Brake Valve Assembly

[0145] 100 Braking System

[0146] 102 Front axle braking circuit

[0147] 104 Rear Axle Braking Circuit

[0148] 106.1, 106.2 Front axle brake actuators

[0149] 108.1, 108.2 Rear wheel axle brake actuator

[0150] 110 Front axle brake adjuster

[0151] 112 Rear axle brake adjuster

[0152] 114 Compressed air supply source

[0153] 116 Front axle connection pipe

[0154] 118 Rear wheel axle connection pipe

[0155] Supply pipelines 120.1, 120.2, and 102.3

[0156] 122 Exhaust pipe

[0157] 124 Remote Exhaust Muffler

[0158] 200 vehicles

[0159] 202 Commercial Vehicles

[0160] 204 front axle

[0161] 206 Rear Axle

[0162] 208.1, 208.2 Front wheels

[0163] 210.1, 210.2 Rear wheels

[0164] Assembly method for 300

[0165] 302 First Process

[0166] 304 Second Process

[0167] A1 Cross-sectional area of ​​the first internal channel

[0168] A2 Cross-sectional area of ​​the second internal channel

[0169] A3 Nozzle cross-sectional area

[0170] pB braking pressure

[0171] pB2 Secondary braking pressure

[0172] pS supply pressure

[0173] Steps S1, S2, S3, S4, S5, and S6.

Claims

1. A brake valve (1), comprising: Casing (6); Supply connector (8), the supply connector being used to receive supply pressure (pS); Working connector (10), said working connector is used to provide braking pressure (pB); An exhaust section (12) is provided for discharging pressurized air from the brake valve (1); A valve member (24) capable of continuously sliding from an exhaust position (28) to a fully open position (30), including at least a partially open position, wherein when the valve member (24) is in the exhaust position (28), the working connector (10) is in fluid communication with the exhaust portion (12), and wherein when the valve member (24) is in the at least partially open position, the working connector (10) is in fluid communication with the supply connector (8) and is sealed relative to the exhaust portion (12), and A guide element (26), wherein the valve member (24) is slidably arranged on the guide element (26). The guide element (26) includes an internal channel (66) which, when the valve member (24) is in the exhaust position (28), forms part of an exhaust flow path (67) formed between the working connector (10) and the exhaust portion (12), wherein the channel inlet (90) of the internal channel (66) is oriented toward the working connector (10). The exhaust section (12) includes one or more valve connection elements (74) arranged downstream of the internal passage (66), and The brake valve (1) includes a valve sealing surface (83) for sealingly connecting the brake valve (1) to the exhaust portion (12) or to a functional exhaust device (2) for further discharging pressurized air received from the brake valve (1) into the environment. The valve sealing surface (83) is arranged downstream of the channel inlet (90) and upstream of the valve connecting element (74).

2. The brake valve (1) according to claim 1, wherein the exhaust portion (12) includes an exhaust chamber (70) formed in the housing (6). The exhaust chamber (70) includes an external opening (72), and The internal passage (66) leads to the exhaust chamber (70).

3. The brake valve (1) according to claim 2, wherein the valve connecting element (74) is arranged between the internal passage (66) and the external opening (72) of the exhaust chamber (70).

4. The brake valve (1) according to claim 3, wherein the valve connecting element (74) is formed on the outer surface of the housing (6).

5. The brake valve (1) according to any one of claims 2 to 4, wherein the valve sealing surface (83) includes an inner sealing surface (84) disposed upstream of the external opening (72).

6. The brake valve (1) according to claim 5, wherein at least a portion of the inner sealing surface (84) is oriented substantially parallel to the exhaust flow path (67).

7. The brake valve (1) according to any one of claims 1 to 4, wherein the valve sealing surface (83) is formed on the guide element (26).

8. The brake valve (1) according to any one of claims 1 to 4, wherein the internal passage (66) includes a passage outlet (92) opposite to the passage inlet (90). The bottleneck portion (91) of the exhaust flow path (67) is arranged upstream of the channel outlet (92) of the internal channel (66).

9. The brake valve (1) according to any one of claims 1 to 4, wherein the internal passage (66) comprises an upstream section (88) and a downstream section (89), the upstream section (88) comprising a first internal passage cross-sectional area (A1), and the downstream section (89) comprising a second internal passage cross-sectional area (A2) larger than the first internal passage cross-sectional area (A1). The valve sealing surface (83) is formed on the downstream section (89).

10. A brake valve assembly (99) comprising a brake valve (1) according to any one of claims 1 to 9 and a ventilation guide (4), wherein the ventilation guide (4) forms the functional exhaust device (2).

11. The brake valve assembly (99) according to claim 10, wherein the ventilation guide (4) includes a nozzle (78) and a ventilation guide mounting bracket (79).

12. The brake valve assembly (99) according to claim 11, wherein the nozzle (78) and the ventilation guide bracket (79) are separate components. The ventilation guide sealing portion (61) for sealingly connecting to the valve sealing surface (83) is formed on the nozzle (78).

13. The brake valve assembly (99) according to claim 12, wherein a complementary connecting element (76) for engaging the valve connecting element (74) is formed on the ventilation guide mounting bracket (79).

14. The brake valve assembly (99) according to claim 12, wherein the ventilation guide fixing bracket (79) is configured to abut the nozzle (78) on the side opposite to the ventilation guide sealing portion (61).

15. The brake valve assembly (99) according to claim 14, wherein the ventilation guide fixing bracket (79) is configured to press the ventilation guide sealing portion (61) into contact with the valve sealing surface (83).

16. The brake valve assembly (99) according to any one of claims 11 to 14, comprising the brake valve (1) according to claim 8. A step (87) is formed between the upstream section (88) and the downstream section (89) of the internal passage (66), and The nozzle (78) is adjacent to the step (87).

17. The brake valve assembly (99) according to claim 16, wherein a smooth transition is formed between the upstream section (88) and the internal nozzle passage (94).

18. A brake valve assembly (99) comprising a brake valve (1) according to any one of claims 1 to 9 and a muffler (95), wherein the muffler (95) forms the functional exhaust device (2).

19. The brake valve assembly (99) according to claim 18, wherein the muffler (95) includes a muffler mounting bracket (96) and sound insulation material (97).

20. A braking system (100) for a vehicle (200) comprising a brake valve (1) according to any one of claims 1 to 9.

21. The braking system (100) of claim 20, wherein the braking system (100) comprises a brake valve assembly (99) according to any one of claims 10 to 19.

22. A vehicle (200) comprising a braking system (100) according to claim 20.

23. The vehicle (200) according to claim 22, wherein the vehicle (200) is a commercial vehicle (202).

24. An assembly method (300) for assembling a brake valve assembly (99), comprising the following steps: - Provide (S1) the brake valve (1) according to any one of claims 1 to 9; and Provide (S2) ventilation guide (4); ο Engage the ventilation guide sealing portion (61) of the ventilation guide (4) with the valve sealing surface (83) of the brake valve (1) (S3). ο Connect the complementary connecting element (76) of the ventilation guide (4) to the valve connecting element (74) of the brake valve (1) (S4). or ο Provides (S5) muffler (95); and ο Connect the complementary connecting element (76) of the muffler (95) to the valve connecting element (74) of the brake valve (1) (S6).

25. The assembly method (300) according to claim 24, wherein the ventilation guide serves as the functional exhaust device (2).

26. The assembly method (300) according to claim 24, wherein the muffler serves as the functional exhaust device (2).

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