A pressure control device based on combined solenoid valve

Abstract

The present invention discloses a pressure control device based on a combined solenoid valve, comprising a valve body, a solenoid valve assembly arranged in the valve body, and a relay valve assembly; the upper end of the relay valve assembly is provided with an upper chamber of the relay valve piston, and the solenoid valve assembly is used to control the change of the air pressure in the upper chamber of the relay valve piston; wherein the solenoid valve assembly comprises a standby pressure boosting solenoid valve and a pressure maintaining and reducing solenoid valve; the pressure maintaining and reducing solenoid valve has two moving iron cores, and by passing different voltages through the coils shared by the two moving iron cores, the secondary control of the pressure maintaining and reducing solenoid valve is realized. The pressure control device has a very compact structure, occupies a small space, has a low cost, a fast response speed, and a high control accuracy.

Description

Technical Field

[0001] The invention relates to the technical field of automobile braking, and in particular to a pressure control device based on a combined solenoid valve. Background Art

[0002] With the rapid development of contemporary technology, cars have gradually become people's main means of transportation or transport. The Electronically Controlled Brake System (EBS) is a new generation of brake system products, and its main function is to provide higher safety and comfort for cars.

[0003] The existing vehicle brake control device is equipped with an actuator, which is controlled by the electronic control brake system. The central control unit (ECU) on the electronic control brake system sends an electrical signal to adjust the vehicle's brake air pressure through the actuator. The pressure control device is the core component of the actuator. The existing pressure control device is an EBS solenoid valve, such as Fig.14 As shown, when the brake signal generator senses the driver's braking intention, it outputs a brake signal, and the ECU calculates and makes corresponding control instructions; specifically:

[0004] Boosting: The standby pressure solenoid valve 001 is energized (it is in a closed state after being energized), cutting off the passage from the control port 002 to the upper chamber 003 of the relay valve piston, so that the air pressure at the control port 002 cannot enter the upper chamber 003 of the relay valve piston; at the same time, the boosting solenoid valve 004 is energized (it is in an open state after being energized), opening the passage from the air inlet 005 to the upper chamber 003 of the relay valve piston, and the upper chamber 003 of the relay valve piston is subjected to the electrically controlled brake control air pressure, triggering the relay valve structure to work.

[0005] Maintaining pressure: When performing electric control braking, if the current relay valve output air pressure reaches the target air pressure, the air pressure in the upper chamber 003 of the relay valve piston needs to remain stable, that is, the passage between the air inlet 005 and the upper chamber 003 of the relay valve piston needs to be cut off at this time; at this time, the backup pressure solenoid valve 001 still needs to be energized, and the boost solenoid valve 004 is de-energized, that is, the air at the air inlet 005 is closed to enter the upper chamber 003 of the relay valve piston.

[0006] Decompression: When the brake needs to be released or the braking force needs to be weakened, the air pressure at the output port 008 connected to the brake air chamber needs to be reduced to 0 or a certain target value. At this time, the backup pressure solenoid valve 001 still needs to be energized, and the boost solenoid valve 004 needs to be de-energized. The decompression solenoid valve 006 needs to be energized and opened, so that the upper chamber 003 of the relay valve piston is connected to the exhaust port 007 connected to the atmosphere, and the air pressure inside the upper chamber 003 of the relay valve piston drops to achieve decompression.

[0007] In the above structure, the purpose of boosting, maintaining or reducing pressure is achieved mainly by controlling the on and off of electromagnetic valves such as the backup pressure electromagnetic valve, the boost electromagnetic valve, and the pressure reducing electromagnetic valve, thereby achieving control of vehicle braking. However, the above structure has the following shortcomings:

[0008] 1. The standby pressure solenoid valve, the boost solenoid valve and the pressure reducing solenoid valve are all independently arranged, the number of solenoid valves is large, the cost is high, the space occupied is large, and the structure is not compact.

[0009] 2. In the traditional EBS solenoid valve, both the boost solenoid valve 004 and the pressure reducing solenoid valve 006 use an independent coil to control an iron core. When reducing pressure, for the sake of safety, the pressure reducing solenoid valve 006 needs to be energized only after the boost solenoid valve 004 is completely closed. This requires reserving an interval time for the action of the pressure reducing solenoid valve 006 and the pressure increasing solenoid valve 004. Otherwise, the pressure reducing solenoid valve 006 may be energized and enter the pressure reducing state before the boost solenoid valve 004 is closed, which will leak the air source that the boost solenoid valve 004 hopes to isolate, and the air source will enter the upper chamber of the relay valve, affecting the control accuracy and slowing down the response speed. Summary of the invention

[0010] The purpose of the present invention is to overcome the above-mentioned problems and provide a pressure control device based on a combined solenoid valve. The pressure control device based on the combined solenoid valve has a very compact structure, occupies a small space, has low cost, fast response speed and high control accuracy.

[0011] The purpose of the present invention is achieved through the following technical solutions:

[0012] A pressure control device based on a combined solenoid valve comprises a valve body, a solenoid valve assembly arranged in the valve body, and a relay valve assembly; the upper end of the relay valve assembly is provided with an upper chamber of the relay valve piston, and the solenoid valve assembly is used to control the change of the air pressure in the upper chamber of the relay valve piston; wherein the solenoid valve assembly comprises a standby pressure boosting solenoid valve and a pressure maintaining and reducing solenoid valve;

[0013] The pressure-maintaining and pressure-reducing solenoid valve has two moving iron cores. By supplying different voltages to the coils shared by the two moving iron cores, two-level control of the pressure-maintaining and pressure-reducing solenoid valve is achieved.

[0014] The working principle of the above-mentioned pressure control device based on the combined solenoid valve is:

[0015] When the vehicle brakes, the change in air pressure in the brake air chamber causes the brake caliper to move, thereby achieving braking; the standby pressure boost solenoid valve and the pressure-maintaining and pressure-reducing solenoid valve are used to control the change in air pressure in the upper chamber of the relay valve piston. When the air pressure in the upper chamber of the relay valve piston increases, the relay valve assembly opens, and the gas in the air source enters the brake air chamber to achieve vehicle braking. In the present invention, the braking control is achieved by two solenoid valves, namely the standby pressure boost solenoid valve and the pressure-maintaining and pressure-reducing solenoid valve. Compared with the prior art, the number of solenoid valves is small, and it has the advantages of small space occupation, compact structure, and low cost.

[0016] A preferred solution of the present invention, wherein the valve body is provided with an air inlet, an air outlet, an exhaust port and a control port; the air inlet is used to connect to the air source; the air outlet is used to connect to the brake air chamber; the exhaust port is used to connect to the atmosphere; the control port is used to connect to the control air pressure of the brake pedal; wherein the standby pressure boost solenoid valve is arranged between the air inlet and the control port, and the pressure-maintaining and reducing solenoid valve is arranged between the standby pressure boost solenoid valve and the upper chamber of the relay valve piston. The purpose is to make the structural layout of the pressure control device based on the combined solenoid valve more reasonable and compact, and the relay valve assembly is used to execute whether the air inlet and the air outlet are connected.

[0017] Preferably, the number of the pressure-maintaining and pressure-reducing solenoid valves is two, the number of the relay valve assemblies is also two, the number of the air outlets is also two, and the relay valve assemblies and the air outlets are arranged in a one-to-one correspondence. By setting the above structure, the left and right wheels of the vehicle can be braked and controlled, and the two air outlets can be connected to the brake air chambers of the left and right wheels respectively. In the present invention, the pressure control device based on the combined solenoid valve is a dual-channel solenoid valve, and the braking control of the pressure control device based on the combined solenoid valve can be realized by three solenoid valves, namely, two pressure-maintaining and pressure-reducing solenoid valves and one backup pressure-boosting solenoid valve. Compared with the dual-channel solenoid valve in the prior art, which requires six solenoid valves, namely, two backup pressure solenoid valves, two boosting solenoid valves and two pressure-reducing solenoid valves, to realize the braking control of the pressure control device based on the combined solenoid valve, the present invention has fewer solenoid valves, occupies less space, and has a more compact structure.

[0018] Preferably, the backup pressure boost solenoid valve is located between the two pressure-maintaining and pressure-reducing solenoid valves, the two pressure-maintaining and pressure-reducing solenoid valves are installed symmetrically, and the two relay valve assemblies are installed symmetrically. By setting the above structure, the internal structure of the pressure control device based on the combined solenoid valve becomes more compact.

[0019] Preferably, the standby pressure boost solenoid valve comprises a static iron core of the standby pressure boost solenoid valve, a moving iron core of the standby pressure boost solenoid valve arranged at the lower end of the static iron core of the standby pressure boost solenoid valve, a boost solenoid valve seat arranged at the lower end of the moving iron core of the standby pressure boost solenoid valve, and a return spring of the standby pressure boost solenoid valve; wherein, a first channel is provided on the static iron core of the standby pressure boost solenoid valve, and the upper end of the first channel is connected to the control port; a second channel is provided on the moving iron core of the standby pressure boost solenoid valve; a third channel is provided between the moving iron core of the standby pressure boost solenoid valve and the pressure maintaining and reducing solenoid valve; one end of the third channel is connected to the control port. The lower end of the second channel is connected, and the other end is connected to the pressure maintaining and reducing solenoid valve; a first valve port is provided between the first channel and the second channel; a second valve port is provided on the valve seat of the boost solenoid valve; the second valve port is connected to the air inlet; the elastic force of the return spring of the standby pressure boost solenoid valve causes the moving iron core of the standby pressure boost solenoid valve to move downward to close the second valve port; when the standby pressure boost solenoid valve is energized, the moving iron core of the standby pressure boost solenoid valve overcomes the elastic force of the return spring of the standby pressure boost solenoid valve and moves upward, closing the first valve port and opening the second valve port, and the second valve port is connected to the lower end of the second channel. In the above structure, when non-electrically controlled braking is performed, the standby pressure boosting solenoid valve is not energized, and the moving iron core of the standby pressure boosting solenoid valve closes the second valve port under the elastic force of the standby pressure boosting solenoid valve return spring, thereby cutting off the air pressure at the air inlet from reaching the upper chamber of the relay valve piston; the first valve port is opened, and the first channel and the second channel are connected. At this time, the brake pedal is stepped on, the brake pedal is connected, and the air pressure enters the control port, and then enters the first channel, the first valve port, the second channel, the third channel, the pressure maintaining and reducing solenoid valve in sequence from the control port, and finally enters the upper chamber of the relay valve piston to achieve braking.

[0020] Preferably, the pressure-maintaining and pressure-reducing solenoid valve comprises a pressure-maintaining and pressure-reducing solenoid valve static iron core, a pressure-reducing solenoid valve assembly arranged at the upper end of the pressure-maintaining and pressure-reducing solenoid valve static iron core, and a pressure-maintaining solenoid valve assembly arranged at the lower end of the pressure-maintaining and pressure-reducing solenoid valve static iron core; wherein,

[0021] The pressure reducing solenoid valve assembly comprises a pressure reducing solenoid valve moving iron core arranged at the upper end of the pressure maintaining pressure reducing solenoid valve static iron core, a pressure reducing solenoid valve valve seat arranged at the upper end of the pressure reducing solenoid valve moving iron core, and a pressure reducing solenoid valve return spring arranged at the outer side of the pressure reducing solenoid valve moving iron core; the pressure reducing solenoid valve moving iron core constitutes one of the moving iron cores;

[0022] The pressure-maintaining solenoid valve assembly comprises a pressure-maintaining solenoid valve moving iron core arranged at the lower end of the pressure-maintaining and pressure-reducing solenoid valve static iron core, a pressure-maintaining solenoid valve valve seat arranged at the lower end of the pressure-maintaining solenoid valve moving iron core, and a pressure-maintaining solenoid valve return spring arranged on the outer side of the pressure-maintaining solenoid valve moving iron core; the pressure-maintaining solenoid valve moving iron core constitutes another moving iron core;

[0023] Wherein, the elastic force of the return spring of the pressure-maintaining solenoid valve causes the moving iron core of the pressure-maintaining solenoid valve to move downward and press against the valve seat of the pressure-maintaining solenoid valve, a fourth channel is provided on the moving iron core of the pressure-maintaining solenoid valve, a fifth channel is provided on the static iron core of the pressure-maintaining and pressure-reducing solenoid valve, a third valve port is provided between the fourth channel and the fifth channel; the third channel is connected to the fourth channel; (the function of the moving iron core of the pressure-maintaining solenoid valve is to open and close the third valve port);

[0024] A sixth channel is provided on the moving iron core of the pressure reducing solenoid valve; a fourth valve port is provided on the valve seat of the pressure reducing solenoid valve, and the fourth valve port is connected to the exhaust port; the elastic force of the return spring of the pressure reducing solenoid valve causes the moving iron core of the pressure reducing solenoid valve to move upward to close the fourth valve port; a seventh channel is provided on the outer side of the valve seat of the pressure reducing solenoid valve; the upper end of the seventh channel is connected to the upper chamber of the relay valve piston, and the lower end is connected to the upper end of the sixth channel; the lower end of the sixth channel is connected to the upper end of the fifth channel.

[0025] In the above structure, when non-electrically controlled braking is performed, the standby pressure boosting solenoid valve is not energized, the first valve port is opened, and the second valve port is closed. At this time, the brake pedal is stepped on, the brake pedal is connected, and the air pressure enters the control port, and enters the first channel, the first valve port, the second channel, the third channel, and the fourth channel from the control port in sequence; at this time, the pressure-maintaining and reducing solenoid valve is also not energized, and the moving iron core of the reducing-pressure solenoid valve and the moving iron core of the pressure-maintaining solenoid valve are both not working. When the moving iron core of the reducing-pressure solenoid valve is not working, the elastic force of the return spring of the reducing-pressure solenoid valve prompts the moving iron core of the reducing-pressure solenoid valve to move upward to close the fourth valve port, and the air pressure in the sixth channel cannot be discharged from the atmosphere; when the moving iron core of the pressure-maintaining solenoid valve is not working, the moving iron core of the pressure-maintaining solenoid valve is pressed against the valve seat of the pressure-maintaining solenoid valve under the elastic force of the return spring of the pressure-maintaining solenoid valve, and the third valve port is in an open state; the air pressure in the fourth channel will enter the fifth channel, the sixth channel, and the seventh channel in sequence, and then enter the upper chamber of the relay valve piston, so that the air pressure in the upper chamber of the relay valve piston changes, thereby realizing braking control.

[0026] Specifically, the specific process of electronic control braking is as follows:

[0027] Boosting: When the standby pressure boosting solenoid valve is energized, the moving iron core of the standby pressure boosting solenoid valve overcomes the elastic force of the return spring of the standby pressure boosting solenoid valve and moves upward, closing the first valve port and opening the second valve port. The second valve port is connected to the lower end of the second channel, and the air pressure at the control port cannot enter the second channel (that is, it cannot enter the upper chamber of the relay valve piston); after the second valve port is opened, the air pressure at the air inlet connected to the air source will enter the third channel, and then enter the fourth channel; at this time, the pressure maintaining and reducing solenoid valve is not energized, the moving iron core of the reducing solenoid valve and the moving iron core of the pressure maintaining solenoid valve do not work, the third valve port is opened, and the fourth valve port is closed, and the air pressure in the fourth channel will enter the upper chamber of the relay valve piston, that is, the air pressure at the air inlet enters the upper chamber of the relay valve piston, and the air pressure in the upper chamber of the relay valve piston rises, thereby realizing boost braking control.

[0028] Maintaining pressure: the standby pressure boosting solenoid valve is energized (at this time, the first valve port is closed and the second valve port is opened), and at the same time, the pressure maintaining and reducing pressure solenoid valve is energized, and its voltage is controlled so that the moving iron core of the reducing pressure solenoid valve does not work, and the moving iron core of the pressure maintaining solenoid valve works. When the moving iron core of the reducing pressure solenoid valve does not work, the elastic force of the return spring of the reducing pressure solenoid valve prompts the moving iron core of the reducing pressure solenoid valve to move upward and close the fourth valve port, and the air pressure in the sixth channel cannot be discharged from the atmosphere; when the moving iron core of the pressure maintaining solenoid valve works, it overcomes the elastic force of the return spring of the pressure maintaining solenoid valve and moves upward until the upper end of the moving iron core of the pressure maintaining solenoid valve is tightly against the lower end of the static iron core of the pressure maintaining and reducing pressure solenoid valve, so that the moving iron core of the pressure maintaining solenoid valve is in a state of closing the third valve port, which can keep the air pressure in the upper chamber of the relay valve piston stable, that is, the air pressure in the upper chamber of the relay valve piston cannot leak or increase, thereby realizing pressure maintaining braking control.

[0029] Decompression: Before decompression is completed, the standby pressure boosting solenoid valve is energized (at this time, the first valve port is closed and the second valve port is opened), and at the same time, the pressure maintaining and decompression solenoid valve is energized to control its voltage so that the moving iron core of the decompression solenoid valve and the moving iron core of the pressure maintaining solenoid valve both work. When the moving iron core of the pressure maintaining solenoid valve is working, the third valve port is closed (that is, the air pressure at the inlet port cannot enter the fifth channel, and thus cannot enter the upper chamber of the relay valve piston or the exhaust port); when the moving iron core of the decompression solenoid valve is working, the moving iron core of the decompression solenoid valve overcomes the elastic force of the return spring of the decompression solenoid valve and moves downward, opening the fourth valve port, and the seventh channel is connected to the exhaust port. The air pressure in the upper chamber of the relay valve piston passes through the seventh channel and is discharged to the atmosphere through the fourth valve port, thereby realizing decompression braking control.

[0030] Preferably, openings parallel to each other are provided on both sides of the moving iron core of the standby pressure boosting solenoid valve and the moving iron core of the pressure maintaining solenoid valve, the openings on the moving iron core of the standby pressure boosting solenoid valve constitute the second channel, and the openings on the moving iron core of the pressure maintaining solenoid valve constitute the fourth channel. The outer side of the opening is an opening; the opening extends along the axial direction of the valve body, that is, the opening on the moving iron core of the standby pressure boosting solenoid valve extends along the axis of the moving iron core of the standby pressure boosting solenoid valve, and the opening on the moving iron core of the pressure maintaining solenoid valve extends along the axis of the moving iron core of the pressure maintaining solenoid valve. The purpose of the above structure is to make the radial forces acting on the moving iron core of the standby pressure boosting solenoid valve and the moving iron core of the pressure maintaining solenoid valve offset each other when the airflow passes through, so as to avoid the moving iron core of the standby pressure boosting solenoid valve and the moving iron core of the pressure maintaining solenoid valve being tilted due to the disturbance of the airflow, and to maintain the stability of movement.

[0031] Preferably, the lower outlet of the first channel and the upper inlet of the second channel are staggered with each other, and the lower outlet of the first channel or the upper inlet of the second channel constitutes the first valve port; the lower inlet of the fifth channel and the upper outlet of the fourth channel are staggered with each other, and the lower inlet of the fifth channel or the upper outlet of the fourth channel constitutes the third valve port. The above-mentioned working principle is: the inlet and the outlet are staggered with each other, and when the upper end of the moving iron core of the standby pressure boosting solenoid valve is pressed against the lower end of the static iron core of the standby pressure boosting solenoid valve, the lower end outlet of the first channel and the upper end inlet of the second channel cannot pass through air pressure, so the first valve port can be closed, and when the upper end of the moving iron core of the standby pressure boosting solenoid valve is separated from the lower end of the static iron core of the standby pressure boosting solenoid valve, the lower end outlet of the first channel and the upper end inlet of the second channel are connected to each other, and the first valve port is opened; similarly, when the upper end of the moving iron core of the pressure maintaining solenoid valve is pressed against the lower end of the static iron core of the pressure maintaining and reducing solenoid valve, the upper end outlet of the fourth channel and the lower end inlet of the fifth channel cannot pass through air pressure, so the third valve port can be closed, and when the upper end of the moving iron core of the pressure maintaining and reducing solenoid valve is separated from the lower end of the static iron core of the pressure maintaining and reducing solenoid valve, the upper end outlet of the fourth channel and the lower end inlet of the fifth channel are connected to each other, and the third valve port is opened.

[0032] Preferably, the valve body is provided with an exhaust passage penetrating the relay valve assembly, one end of the exhaust passage is communicated with the fourth valve port, and the other end is communicated with the exhaust port. The purpose of the exhaust passage penetrating the relay valve assembly is that when there is no braking, the air outlet can be communicated with the exhaust passage to discharge the air pressure of the brake air chamber to the atmosphere.

[0033] Preferably, an air intake channel is provided between the second valve port and the air intake port, one end of the air intake channel is connected to the second valve port, and the other end is connected to the air intake port, and the axis of the air intake channel is the same as the axis of the standby pressure boost solenoid valve. The air intake channel is provided to facilitate gas delivery, and the position of the air intake channel is very compact, shortening the distance between the air intake channels, and two relay valve assemblies are symmetrically provided on both sides of the air intake channel, and the air outlet is connected to the air intake channel through the relay valve assembly. When the relay valve assembly is opened, the air intake channel is connected to the air outlet, and when the relay valve assembly is closed, the air intake channel is not connected to the air outlet.

[0034] Preferably, the relay valve assembly includes a relay valve piston, a relay valve valve, a relay valve seat and a relay valve return spring; wherein the relay valve valve is sleeved on the relay valve seat, and the relay valve piston is located above the relay valve seat; the relay valve return spring acts between the relay valve valve and the relay valve seat, a relay valve inlet valve port is provided between the valve body and the relay valve valve, and the relay valve valve is used to open or close the relay valve inlet valve port; a relay valve is provided between the relay valve piston and the relay valve valve Exhaust valve port, the relay valve piston is used to open or close the relay valve exhaust valve port; the relay valve piston is slidably arranged inside the valve body, the upper end of the relay valve piston is provided with the relay valve piston upper chamber, and the lower end of the relay valve piston is provided with the relay valve piston lower chamber; the relay valve piston lower chamber is connected with the air outlet; one end of the relay valve inlet valve port is connected with the air inlet channel, and the other end is connected with the relay valve piston lower chamber; one end of the relay valve exhaust valve port is connected with the relay valve piston lower chamber, and the other end is connected with the exhaust channel.

[0035] The working principle of the above relay valve assembly is:

[0036] During braking (non-electrically controlled braking or electrically controlled braking), when air pressure enters the upper chamber of the relay valve piston, the gas pushes the relay valve piston downward. During the downward movement, the lower end of the relay valve piston will press against the relay valve valve, closing the relay valve exhaust valve port, and continue to push the relay valve valve to overcome the elastic force of the relay valve return spring to move downward, opening the relay valve inlet valve port, so that the air inlet channel is connected to the lower chamber of the relay valve piston, the air inlet port is connected to the air source, the gas of the air source enters the air inlet port, then enters the air inlet channel, passes through the relay valve inlet valve port, enters the lower chamber of the relay valve piston, and is finally discharged from the air outlet and enters the brake air chamber, thereby achieving Braking of the vehicle; when the braking state is released (non-braking), the air pressure cannot enter the upper chamber of the relay valve piston and the upper chamber of the relay valve piston is connected to the atmosphere. Under the air pressure in the lower chamber of the relay valve piston, the relay valve piston is pushed upward, and the relay valve moves upward and returns to its original position under the elastic force of the relay valve return spring, closing the relay valve inlet valve port. The air pressure in the intake channel cannot enter the lower chamber of the relay valve piston. As the relay valve piston continues to move upward, the lower end of the relay valve piston separates from the relay valve port, the relay valve exhaust valve port opens, and the air pressure in the lower chamber of the relay valve piston is discharged to the exhaust channel, thereby discharging the air pressure in the brake air chamber to the atmosphere, thereby achieving brake release.

[0037] Compared with the prior art, the present invention has the following beneficial effects:

[0038] 1. The pressure control device based on the combined solenoid valve in the present invention realizes the braking control through two solenoid valves, namely the backup pressure boosting solenoid valve and the pressure maintaining and reducing solenoid valve. Compared with the prior art, the number of solenoid valves is small, and it has the advantages of small space occupation, compact structure and low cost.

[0039] 2. In the prior art, when boosting the pressure, the backup pressure solenoid valve and the boosting solenoid valve need to work together, and both solenoid valves need to be energized, which makes the control method complicated. However, the pressure control device based on the combined solenoid valve in the present invention can achieve pressure boosting. It only requires the backup pressure boosting solenoid valve to be energized, and the pressure maintaining and reducing pressure solenoid valve is not energized, so the control method is simpler.

[0040] 3. The pressure control device based on the combined solenoid valve in the present invention realizes the control of pressure maintaining and pressure reducing through a pressure maintaining and pressure reducing solenoid valve, has faster response speed and higher control accuracy, and does not need to use two solenoid valves for control in sequence; specifically, the pressure maintaining and pressure reducing solenoid valve in the present invention adopts a static iron core of a pressure maintaining and pressure reducing solenoid valve, a moving iron core of a pressure reducing solenoid valve and a moving iron core of a pressure maintaining solenoid valve, that is, the pressure maintaining and pressure reducing solenoid valve is controlled by a coil, and by energizing the static iron core of the pressure maintaining and pressure reducing solenoid valve (the coil on the static iron core of the pressure maintaining and pressure reducing solenoid valve), the synchronous movement of the moving iron cores of the pressure reducing solenoid valve and the moving iron core of the pressure maintaining solenoid valve is realized. Therefore, the response speed is faster and the control accuracy is higher. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a structural schematic diagram of one specific implementation of a pressure control device based on a combined solenoid valve in the present invention.

[0042] Figure 2 for Figure 1 A partial enlarged view of point A in the middle.

[0043] Figure 3 It is a partial enlarged view of the backup pressure boost solenoid valve in the present invention.

[0044] Figure 4 It is a partial enlarged view of the pressure-maintaining and pressure-reducing solenoid valve in the present invention.

[0045] Figure 5 for Figure 1 A partial enlarged view of point B in the middle.

[0046] Figure 6 It is a schematic structural diagram of the pressure control device based on the combined solenoid valve in the present invention when no braking is performed, wherein the color block represents gas.

[0047] Figure 7 It is a schematic structural diagram of the pressure control device based on the combined solenoid valve in the present invention during non-electrically controlled braking, wherein the color block represents gas.

[0048] Figure 8 It is a schematic diagram of the structure of the pressure control device based on the combined solenoid valve in the present invention during the electronic control braking boost, wherein the color block represents gas (taking one side as an example).

[0049] Fig. 9 It is a schematic diagram of the structure of the pressure control device based on the combined solenoid valve in the present invention when electrically controlling the braking and maintaining the pressure, wherein the color block represents the gas (taking one side as an example).

[0050] Fig.10 It is a schematic diagram of the structure of the pressure control device based on the combined solenoid valve in the present invention when the pressure is electrically controlled to reduce pressure, wherein the color block represents gas (taking one side as an example).

[0051] Fig.11 It is a structural schematic diagram of the relay valve assembly in the present invention when it is in a balanced state.

[0052] Fig.12 It is a schematic diagram of the structure of the relay valve assembly in the present invention when it is in a braking state (including a boosting state).

[0053] Fig.13 It is a structural schematic diagram of the relay valve assembly in the present invention when it is in a brake release state.

[0054] Fig.14It is a structural schematic diagram of an EBS solenoid valve in the prior art. DETAILED DESCRIPTION

[0055] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described below in conjunction with embodiments and drawings, but the embodiments of the present invention are not limited thereto.

[0056] See also Figure 1 This embodiment discloses a pressure control device based on a combined electromagnetic valve, comprising a valve body 1, an electromagnetic valve assembly arranged in the valve body 1, and a relay valve assembly 2; the upper end of the relay valve assembly 2 is provided with a relay valve piston upper chamber 3, and the electromagnetic valve assembly is used to control the change of the air pressure in the relay valve piston upper chamber 3; wherein, the electromagnetic valve assembly comprises a standby pressure boosting electromagnetic valve 4 and a pressure maintaining and reducing electromagnetic valve 5. The pressure maintaining and reducing electromagnetic valve 5 has two moving iron cores, and by passing different voltages through the coils shared by the two moving iron cores, the two-level control of the pressure maintaining and reducing electromagnetic valve 5 is realized.

[0057] See also Figure 1 The working principle of the pressure control device based on the combined solenoid valve is as follows:

[0058] When the vehicle brakes, the change in air pressure in the brake air chamber causes the brake caliper to move, thereby achieving braking; the standby pressure boost solenoid valve 4 and the pressure-maintaining and pressure-reducing solenoid valve 5 are used to control the change in air pressure in the upper chamber 3 of the relay valve piston. When the air pressure in the upper chamber 3 of the relay valve piston increases, the relay valve assembly 2 opens, and the gas in the air source enters the brake air chamber, thereby achieving vehicle braking. In the present invention, the braking control is achieved by two solenoid valves, namely the standby pressure boost solenoid valve 4 and the pressure-maintaining and pressure-reducing solenoid valve 5. Compared with the prior art, the number of solenoid valves is small, and it has the advantages of small space occupation, compact structure, and low cost.

[0059] See also Figure 1 The valve body 1 is provided with an air inlet 6, an air outlet 7, an exhaust port 8 and a control port 9; the air inlet 6 is used to connect to the air source; the air outlet 7 is used to connect to the brake air chamber; the exhaust port 8 is used to connect to the atmosphere; the control port 9 is used to connect to the control air pressure of the brake pedal; wherein the standby pressure boosting solenoid valve 4 is arranged between the air inlet 6 and the control port 9, and the pressure-maintaining and pressure-reducing solenoid valve 5 is arranged between the standby pressure boosting solenoid valve 4 and the upper chamber 3 of the relay valve piston. The pressure-maintaining and pressure-reducing solenoid valve 5 is respectively connected to the standby pressure boosting solenoid valve 4, the exhaust port 8, and the upper chamber 3 of the relay valve piston. The purpose is to make the structural layout of the pressure control device based on the combined solenoid valve more reasonable and compact, and the relay valve assembly 2 is used to execute whether the air inlet 6 and the air outlet 7 are connected.

[0060] See also Figure 1, the number of the pressure-maintaining and reducing solenoid valves 5 is two, the number of the relay valve assemblies 2 is also two, and correspondingly, the number of the relay valve piston upper chambers 3 is also two, the number of the air outlets 7 is also two, and the relay valve assemblies 2 and the air outlets 7 are arranged one by one. By setting the above structure, the left and right wheels of the vehicle can be braked and controlled, and the two air outlets 7 can be connected to the brake air chambers of the left and right wheels respectively. In this embodiment, the pressure control device based on the combined solenoid valve is a dual-channel solenoid valve, and the braking control of the pressure control device based on the combined solenoid valve can be realized by three solenoid valves such as two pressure-maintaining and reducing solenoid valves 5 and one backup pressure boosting solenoid valve 4. Compared with the dual-channel solenoid valve in the prior art, six solenoid valves such as two backup pressure solenoid valves, two boosting solenoid valves and two reducing solenoid valves are required to realize the braking control of the pressure control device based on the combined solenoid valve. The number of solenoid valves of the present invention is less, the space occupied is small, and the structure is more compact.

[0061] See also Figure 1 The standby pressure boosting solenoid valve 4 is located between the two pressure-maintaining and pressure-reducing solenoid valves 5. The two pressure-maintaining and pressure-reducing solenoid valves 5 are installed at positions symmetrical to each other, and the two relay valve assemblies 2 are installed at positions symmetrical to each other. By setting the above structure, the internal structure of the pressure control device based on the combined solenoid valve becomes more compact.

[0062] See also Figure 1-Figure 3 and Figure 6-Figure 7The standby pressure boost solenoid valve 4 includes a standby pressure boost solenoid valve static iron core 401, a standby pressure boost solenoid valve moving iron core 402 arranged at the lower end of the standby pressure boost solenoid valve static iron core 401, a boost solenoid valve seat 403 arranged at the lower end of the standby pressure boost solenoid valve moving iron core 402, and a standby pressure boost solenoid valve return spring 404; wherein, a first channel 10 is provided on the standby pressure boost solenoid valve static iron core 401, and the upper end of the first channel 10 is connected to the control port 9; a second channel 11 is provided on the standby pressure boost solenoid valve moving iron core 402; a third channel 12 is provided between the standby pressure boost solenoid valve moving iron core 402 and the pressure maintaining and reducing solenoid valve 5; one end of the third channel 12 is connected to the first The lower ends of the two channels 11 are connected, and the other ends are connected to the pressure maintaining and reducing solenoid valve 5; a first valve port 13 is provided between the first channel 10 and the second channel 11; a second valve port 14 is provided on the boost solenoid valve seat 403; the second valve port 14 is connected to the air inlet 6; the elastic force of the backup pressure boost solenoid valve return spring 404 causes the backup pressure boost solenoid valve moving iron core 402 to move downward to close the second valve port 14; when the backup pressure boost solenoid valve 4 is energized, the backup pressure boost solenoid valve moving iron core 402 overcomes the elastic force of the backup pressure boost solenoid valve return spring 404 and moves upward, closing the first valve port 13 and opening the second valve port 14, and the second valve port 14 is connected to the lower end of the second channel 11. In the above structure, when non-electrically controlled braking is performed, the standby pressure boost solenoid valve 4 is not energized, and the standby pressure boost solenoid valve moving iron core 402 closes the second valve port 14 under the elastic force of the standby pressure boost solenoid valve return spring 404, cutting off the air pressure of the air inlet 6 from reaching the upper chamber 3 of the relay valve piston; the first valve port 13 is opened, and the first channel 10 and the second channel 11 are connected. At this time, the brake pedal is stepped on, and the brake pedal is connected. Part of the gas in the air source enters the control port 9 through the brake pedal, and enters the first channel 10, the first valve port 13, the second channel 11, the third channel 12, the pressure-maintaining and pressure-reducing solenoid valve 5 from the control port 9 in sequence, and finally enters the upper chamber 3 of the relay valve piston to achieve braking. The gas in the air source is divided into multiple paths, one of which is connected to the air inlet 6, and the other is connected to the brake pedal, and one end of the brake pedal is connected to the control port.

[0063] See also Figure 1-Figure 4 and Figure 6-Figure 10 The pressure-maintaining and pressure-reducing solenoid valve 5 includes a pressure-maintaining and pressure-reducing solenoid valve static iron core 501, a pressure-reducing solenoid valve assembly arranged at the upper end of the pressure-maintaining and pressure-reducing solenoid valve static iron core 501, and a pressure-maintaining solenoid valve assembly arranged at the lower end of the pressure-maintaining and pressure-reducing solenoid valve static iron core 501.

[0064] See also Figure 1-Figure 4 and Figure 6-Figure 10The pressure reducing solenoid valve assembly includes a pressure reducing solenoid valve moving iron core 502 disposed on the upper end of the pressure maintaining pressure reducing solenoid valve static iron core 501, a pressure reducing solenoid valve valve seat 503 disposed on the upper end of the pressure reducing solenoid valve moving iron core 502, and a pressure reducing solenoid valve return spring 504 disposed on the outer side of the pressure reducing solenoid valve moving iron core 502. The pressure reducing solenoid valve moving iron core 502 constitutes one of the moving iron cores.

[0065] See also Figure 1-Figure 4 and Figure 6-Figure 10 The moving iron core 502 of the pressure reducing solenoid valve is sleeved inside the upper end of the static iron core 501 of the pressure maintaining and reducing solenoid valve, and the return spring 504 of the pressure reducing solenoid valve acts between the moving iron core 502 of the pressure reducing solenoid valve and the static iron core 501 of the pressure maintaining and reducing solenoid valve, so as to make the structure more compact.

[0066] See also Figure 1-Figure 4 and Figure 6-Figure 10 The pressure-maintaining solenoid valve assembly includes a pressure-maintaining solenoid valve moving iron core 505 disposed at the lower end of the pressure-maintaining and pressure-reducing solenoid valve static iron core 501, a pressure-maintaining solenoid valve valve seat 506 disposed at the lower end of the pressure-maintaining solenoid valve moving iron core 505, and a pressure-maintaining solenoid valve return spring 507 disposed outside the pressure-maintaining solenoid valve moving iron core 505. The pressure-maintaining solenoid valve moving iron core 505 constitutes another moving iron core;

[0067] See also Figure 1-Figure 4 and Figure 6-Figure 10 The elastic force of the pressure-maintaining solenoid valve return spring 507 causes the moving iron core 505 of the pressure-maintaining solenoid valve to move downward and press against the valve seat 506 of the pressure-maintaining solenoid valve. A fourth channel 15 is provided on the moving iron core 505 of the pressure-maintaining solenoid valve, and a fifth channel 16 is provided on the static iron core 501 of the pressure-maintaining and pressure-reducing solenoid valve. A third valve port 17 is provided between the fourth channel 15 and the fifth channel 16; the third channel 12 is connected to the fourth channel 15; the function of the moving iron core 505 of the pressure-maintaining solenoid valve is to open and close the third valve port 17.

[0068] See also Figure 1-Figure 4 and Figure 6-Figure 10 , a sixth channel 18 is provided on the moving iron core 502 of the pressure reducing solenoid valve; a fourth valve port 19 is provided on the valve seat 503 of the pressure reducing solenoid valve, and the fourth valve port 19 is connected to the exhaust port 8; the elastic force of the return spring 504 of the pressure reducing solenoid valve causes the moving iron core 502 of the pressure reducing solenoid valve to move upward to close the fourth valve port 19; a seventh channel 25 is provided on the outer side of the valve seat 503 of the pressure reducing solenoid valve; the upper end of the seventh channel 25 is connected to the upper chamber 3 of the relay valve piston, and the lower end is connected to the upper end of the sixth channel 18; the lower end of the sixth channel 18 is connected to the upper end of the fifth channel 16; when the fourth valve port 19 is opened, the fourth valve port 19 is connected to the seventh channel 25.

[0069] See also Figure 1-Figure 4 and Figure 6-Figure 10 In the above structure, when non-electrically controlled braking is performed, the standby pressure boosting solenoid valve 4 is not energized, the first valve port 13 is opened, and the second valve port 14 is closed. At this time, the brake pedal is stepped on, the brake pedal is connected, and the air pressure enters the control port 9, and enters the first channel 10, the first valve port 13, the second channel 11, the third channel 12, and the fourth channel 15 from the control port 9 in sequence; at this time, the pressure-maintaining and pressure-reducing solenoid valve 5 is also not energized, and the pressure-reducing solenoid valve moving iron core 502 and the pressure-maintaining solenoid valve moving iron core 505 are not working. When the pressure-reducing solenoid valve moving iron core 502 is not working, the elastic force of the pressure-reducing solenoid valve return spring 504 causes the pressure-reducing solenoid valve to return to the original position. The pressure-maintaining solenoid valve moving iron core 502 moves upward to close the fourth valve port 19, and the air pressure in the sixth channel 18 and the seventh channel 25 cannot be discharged into the atmosphere; when the pressure-maintaining solenoid valve moving iron core 505 is not working, the pressure-maintaining solenoid valve moving iron core 505 is pressed against the pressure-maintaining solenoid valve seat 506 under the elastic force of the pressure-maintaining solenoid valve return spring 507, and the third valve port 17 is in an open state; the air pressure in the fourth channel 15 will enter the fifth channel 16, the sixth channel 18, and the seventh channel 25 in turn, and then enter the upper chamber 3 of the relay valve piston, so that the air pressure in the upper chamber 3 of the relay valve piston changes, thereby realizing braking control.

[0070] See also Figure 1-Figure 4 and Figure 6-Figure 10 , Figure 8-Figure 10 Taking one side as an example (i.e. the right pressure-maintaining and pressure-reducing solenoid valve 5 works as an example), the working states of the pressure-maintaining and pressure-reducing solenoid valves 5 on both sides are the same, and the specific process during the electronic control braking is as follows:

[0071] Boosting: The standby pressure boosting solenoid valve 4 is energized, and the moving iron core 402 of the standby pressure boosting solenoid valve overcomes the elastic force of the return spring 404 of the standby pressure boosting solenoid valve and moves upward, closing the first valve port 13 and opening the second valve port 14. The second valve port 14 is connected to the lower end of the second channel 11, and the air pressure of the control port 9 cannot enter the second channel 11 (that is, it cannot enter the upper chamber 3 of the relay valve piston); after the second valve port 14 is opened, the air pressure of the air inlet 6 connected to the air source will enter the third channel 12, and then enter the fourth channel 15; at this time, the pressure maintaining and reducing solenoid valve 5 is not energized, the moving iron core 502 of the reducing solenoid valve and the moving iron core 505 of the pressure maintaining solenoid valve are not working, the third valve port 17 is opened, and the fourth valve port 19 is closed, and the air pressure of the fourth channel 15 will enter the upper chamber 3 of the relay valve piston, that is, the air pressure of the air inlet 6 enters the upper chamber 3 of the relay valve piston, and the air pressure in the upper chamber 3 of the relay valve piston rises, thereby realizing boost braking control.

[0072] Maintaining pressure: the standby pressure boosting solenoid valve 4 is energized (at this time, the first valve port 13 is closed and the second valve port 14 is opened), and at the same time, the pressure maintaining and reducing pressure solenoid valve 5 is energized to control its voltage so that the reducing pressure solenoid valve moving iron core 502 does not work, and the pressure maintaining solenoid valve moving iron core 505 works. When the reducing pressure solenoid valve moving iron core 502 does not work, the elastic force of the reducing pressure solenoid valve return spring 504 prompts the reducing pressure solenoid valve moving iron core 502 to move upward to close the fourth valve port 19, and the air pressure in the sixth channel 18 cannot be discharged from the atmosphere; when the pressure maintaining solenoid valve moving iron core 505 works, it overcomes the elastic force of the pressure maintaining solenoid valve return spring 507 and moves upward until the upper end of the pressure maintaining solenoid valve moving iron core 505 is tightly pressed against the lower end of the pressure maintaining and reducing pressure solenoid valve static iron core 501, so that the pressure maintaining solenoid valve moving iron core 505 is in a state of closing the third valve port 17, so that the air pressure in the upper chamber 3 of the relay valve piston can be kept stable, that is, the air pressure in the upper chamber 3 of the relay valve piston cannot leak or increase, thereby realizing pressure maintaining braking control.

[0073] Decompression: Before decompression is completed, the standby pressure boosting solenoid valve 4 is energized (at this time, the first valve port 13 is closed and the second valve port 14 is opened), and at the same time, the pressure maintaining and reducing pressure solenoid valve 5 is energized to control its voltage so that the pressure reducing solenoid valve moving iron core 502 and the pressure maintaining solenoid valve moving iron core 505 both work. When the pressure maintaining solenoid valve moving iron core 505 works, the third valve port 17 is closed (that is, the air pressure at the air inlet 6 cannot enter the fifth channel 16, and thus cannot enter the upper chamber 3 of the relay valve piston or the exhaust port 8); when the moving iron core 502 of the pressure reducing solenoid valve works, the moving iron core 502 of the pressure reducing solenoid valve overcomes the elastic force of the return spring 504 of the pressure reducing solenoid valve and moves downward, opening the fourth valve port 19, and the seventh channel 25 is connected to the exhaust port 8. The air pressure in the upper chamber 3 of the relay valve piston passes through the seventh channel 25 and is discharged to the atmosphere through the fourth valve port 19, thereby realizing decompression braking control.

[0074] When the voltage is low, the moving iron core 505 of the pressure-maintaining solenoid valve works, and when the voltage is high, the moving iron core 502 of the pressure-reducing solenoid valve works, and the moving iron core 505 of the pressure-maintaining solenoid valve also works. The pressure-maintaining and pressure-reducing solenoid valve 5 has two moving iron cores, namely the moving iron core 505 of the pressure-maintaining solenoid valve and the moving iron core 502 of the pressure-reducing solenoid valve. By applying different voltages to the coils shared by the two moving iron cores, the two-level control of the pressure-maintaining and pressure-reducing solenoid valve 5 is realized.

[0075] See also Figure 1-Figure 4 and Figure 6-Figure 10, when the braking is not electrically controlled, the standby pressure boosting solenoid valve 4 and the pressure maintaining and reducing solenoid valve 5 are not energized, the first valve port 13 is opened, the second valve port 14 is closed, the third valve port 17 is opened, and the fourth valve port 19 is closed. When the braking is electrically controlled to boost pressure, the standby pressure boosting solenoid valve 4 is energized, the pressure maintaining and reducing solenoid valve 5 is not energized, the first valve port 13 is closed, the second valve port 14 is opened, the third valve port 17 is opened, and the fourth valve port 19 is closed. When the braking is electrically controlled to maintain pressure, the standby pressure boosting solenoid valve 4 is energized, the pressure maintaining and reducing solenoid valve 5 is energized, the first valve port 13 is closed, the second valve port 14 is opened, the third valve port 17 is closed, and the fourth valve port 19 is closed. When the braking is electrically controlled to reduce pressure, the standby pressure boosting solenoid valve 4 is energized, the pressure maintaining and reducing solenoid valve 5 is energized, the first valve port 13 is closed, the second valve port 14 is opened, the third valve port 17 is closed, and the fourth valve port 19 is opened.

[0076] See also Figure 1-Figure 4 , Figure 6-Figure 10 and Fig.14 When boosting, only a low pressure needs to be raised. For the solenoid valve of the prior art, the boost solenoid valve 004 is powered on and opened, and the air source pressure is directly passed to the upper chamber 003 of the relay valve piston, which can easily exceed the rated air pressure, affecting the control accuracy, and further pressure reduction regulation is required. When the pressure-maintaining and pressure-reducing solenoid valve 5 of this embodiment is boosting the low pressure, the pressure-maintaining and pressure-reducing solenoid valve 5 can be powered on first, and the pressure-maintaining solenoid valve moving iron core 505 works, and then the standby pressure-boosting solenoid valve 4 is powered on, and the air source will not directly pass to the upper chamber 3 of the relay valve piston. The duty ratio of the two iron cores of the standby pressure-boosting solenoid valve moving iron core 402 and the pressure-maintaining solenoid valve moving iron core 505 is coordinated and controlled, so as to control the boost more accurately.

[0077] See also Figure 1-Figure 4 , Figure 6-Figure 10 and Fig.14 , parallel openings are provided on both sides of the movable iron core 402 of the standby pressure boosting solenoid valve and the movable iron core 505 of the pressure maintaining solenoid valve, the openings on the movable iron core 402 of the standby pressure boosting solenoid valve constitute the second channel 11, and the openings on the movable iron core 505 of the pressure maintaining solenoid valve constitute the fourth channel 15. The outer side of the opening is an opening; the opening extends along the axial direction of the valve body, that is, the opening on the movable iron core 402 of the standby pressure boosting solenoid valve extends along the axis of the movable iron core 402 of the standby pressure boosting solenoid valve, and the opening on the movable iron core 505 of the pressure maintaining solenoid valve extends along the axis of the movable iron core 505 of the pressure maintaining solenoid valve. The purpose of the above structure is to make the radial forces acting on the movable iron core 402 of the standby pressure boosting solenoid valve and the movable iron core 505 of the pressure maintaining solenoid valve offset each other when the airflow passes through, so as to avoid the movable iron core 402 of the standby pressure boosting solenoid valve and the movable iron core 505 of the pressure maintaining solenoid valve from being tilted due to the disturbance of the airflow, and to maintain the movement stability.

[0078] See also Figure 1-Figure 4 and Figure 6-Figure 10, the lower end outlet of the first channel 10 and the upper end inlet of the second channel 11 are arranged to be staggered with each other, and the lower end outlet of the first channel 10 or the upper end inlet of the second channel 11 constitutes the first valve port 13; the lower end inlet of the fifth channel 16 and the upper end outlet of the fourth channel 15 are arranged to be staggered with each other, and the lower end inlet of the fifth channel 16 or the upper end outlet of the fourth channel 15 constitutes the third valve port 17. The above working principle is: the inlet and the outlet are arranged to be staggered with each other, when the upper end of the moving iron core 402 of the standby pressure boosting solenoid valve is pressed against the lower end of the static iron core 401 of the standby pressure boosting solenoid valve, the lower end outlet of the first channel 10 and the upper end inlet of the second channel 11 cannot pass through the air pressure, so the first valve port 13 can be closed, and when the upper end of the moving iron core 402 of the standby pressure boosting solenoid valve is separated from the lower end of the static iron core 401 of the standby pressure boosting solenoid valve, the lower end outlet of the first channel 10 and the upper end inlet of the second channel 11 are connected to each other The first valve port 13 is open; similarly, when the upper end of the moving iron core 505 of the pressure-maintaining solenoid valve is pressed against the lower end of the static iron core 501 of the pressure-maintaining and pressure-reducing solenoid valve, the upper outlet of the fourth channel 15 and the lower inlet of the fifth channel 16 cannot pass through air pressure, so the third valve port 17 can be closed. When the upper end of the moving iron core 505 of the pressure-maintaining solenoid valve is separated from the lower end of the static iron core 501 of the pressure-maintaining and pressure-reducing solenoid valve, the upper outlet of the fourth channel 15 and the lower inlet of the fifth channel 16 are connected to each other, and the third valve port 17 is open.

[0079] See also Figure 1-Figure 10 The valve body 1 is provided with an exhaust passage 20 penetrating the relay valve assembly 2, one end of the exhaust passage 20 is communicated with the fourth valve port 19, and the other end is communicated with the exhaust port 8. The purpose of the exhaust passage 20 penetrating the relay valve assembly 2 is that when there is no braking, the air outlet 7 can be communicated with the exhaust passage 20 to discharge the air pressure of the brake air chamber to the atmosphere.

[0080] See also Figure 1-Figure 10 ,, an air intake channel 21 is provided between the second valve port 14 and the air intake port 6, one end of the air intake channel 21 is connected to the second valve port 14, and the other end is connected to the air intake port 6, and the axis of the air intake channel 21 is the same as the axis of the standby pressure boost solenoid valve 4. The air intake channel 21 is provided to facilitate gas transportation, and the position of the air intake channel 21 is very compact, shortening the distance between the air intake channels 21, and two relay valve assemblies 2 are symmetrically provided on both sides of the air intake channel 21, and the air outlet 7 is connected to the air intake channel 21 through the relay valve assembly 2, and when the relay valve assembly 2 is opened, the air intake channel 21 is connected to the air outlet 7, and when the relay valve assembly 2 is closed, the air intake channel 21 is not connected to the air outlet 7.

[0081] See also Figure 1 , Figure 5 and Figure 11-13The relay valve assembly 2 includes a relay valve piston 201, a relay valve valve 202, a relay valve seat 203 and a relay valve return spring 204; wherein the relay valve valve 202 is sleeved on the relay valve seat 203, and the relay valve piston 201 is located above the relay valve seat 203; the relay valve return spring 204 acts between the relay valve valve 202 and the relay valve seat 203, a relay valve inlet valve port 205 is provided between the valve body 1 and the relay valve valve 202, and the relay valve valve 202 is used to open or close the relay valve inlet valve port 205; the relay valve piston 201 and the relay valve valve 202 are provided between the relay valve piston 201 and the relay valve valve 202. A relay valve exhaust valve port 206 is provided in the middle, and the relay valve piston 201 is used to open or close the relay valve exhaust valve port 206; the relay valve piston 201 is slidably arranged inside the valve body 1, and the upper end of the relay valve piston 201 is provided with the relay valve piston upper chamber 3, and the lower end of the relay valve piston 201 is provided with a relay valve piston lower chamber 22; the relay valve piston lower chamber 22 is connected with the air outlet 7; one end of the relay valve inlet valve port 205 is connected with the air inlet channel 21, and the other end is connected with the relay valve piston lower chamber 22; one end of the relay valve exhaust valve port 206 is connected with the relay valve piston lower chamber 22, and the other end is connected with the exhaust channel 20.

[0082] See also Figure 1 , Figure 5 and Figure 11-13 , the working principle of the above relay valve assembly 2 is:

[0083] During braking (non-electrically controlled braking or electrically controlled braking, including boosting state), when air pressure enters the upper chamber 3 of the relay valve piston, the gas pushes the relay valve piston 201 to move downward. During the downward movement, the lower end of the relay valve piston 201 will press against the relay valve valve 202, closing the relay valve exhaust valve port 206, and continue to push the relay valve valve 202 to overcome the elastic force of the relay valve return spring 204 to move downward, opening the relay valve inlet valve port 205, so that the inlet channel 21 is connected with the relay valve piston lower chamber 22, the inlet port 6 is connected to the air source, and the gas of the air source enters the inlet port 6, then enters the inlet channel 21, passes through the relay valve inlet valve port 205, and enters the relay valve piston lower chamber 22, and is finally discharged from the outlet port 7 and enters the brake air chamber to achieve vehicle braking, wherein, Fig.12The arrow in the figure indicates the flow direction of gas; when the brake is released (this state includes two states when the brake is not applied during driving and the brake pressure is reduced after braking), the air pressure cannot enter the upper chamber 3 of the relay valve piston and the upper chamber 3 of the relay valve piston is connected to the atmosphere. Under the air pressure in the lower chamber 22 of the relay valve piston, the relay valve piston 201 is pushed to move upward, and the relay valve valve 202 moves upward and returns under the elastic force of the relay valve return spring 204, closing the relay valve inlet valve port 205. The air pressure in the intake channel 21 cannot enter the lower chamber 22 of the relay valve piston. As the relay valve piston 201 continues to move upward, the lower end of the relay valve piston 201 separates from the relay valve valve 202, and the relay valve exhaust valve port 206 opens. The air pressure in the lower chamber 22 of the relay valve piston is discharged to the exhaust channel 20, and then the air pressure in the brake air chamber is discharged to the atmosphere, thereby achieving brake release.

[0084] See also Figure 11-13 When the brake is released, the lower chamber 22 of the relay valve piston is exhausted, mainly by the air pressure in the lower chamber 22 of the relay valve piston pushing the relay valve piston 201 upward to open the relay valve exhaust valve port 206 to achieve exhaust. When the air in the lower chamber 22 of the relay valve piston is exhausted, the relay valve piston 201 will be in a balanced state, such as Fig.11 In the state shown, the air inlet 6, the exhaust port 8 and the air outlet 7 are in a mutually independent state. In this state, when braking, the relay valve piston 201 moves downward to push the relay valve 202 to move, further increasing the closing force of the exhaust valve port 206 of the relay valve.

[0085] See also Figure 1 The valve body 1 includes an upper valve body 1-1 and a lower valve body 1-2, the electromagnetic assembly is arranged in the upper valve body 1-1, and the relay valve assembly 2 is arranged in the lower valve body 1-2.

[0086] See also Figure 1 and Figure 6 A pressure sensor 23 is provided at a position corresponding to the air outlet 7 , and the pressure sensor 23 is used to detect the air pressure of the air outlet 7 .

[0087] See also Figure 1-Figure 4 The fourth valve port 19 is connected to the upper chamber 3 of the relay valve piston through a gas channel 24.

[0088] The above is a preferred embodiment of the present invention, but the embodiment of the present invention is not limited to the above content. Any other changes, modifications, substitutions, combinations, and simplifications made without departing from the spirit and principles of the present invention should be equivalent replacement methods and are included in the protection scope of the present invention.

Claims

1. A pressure control device based on a combined solenoid valve, characterized in that: It comprises a valve body, a solenoid valve assembly arranged in the valve body, and a relay valve assembly; the upper end of the relay valve assembly is provided with an upper chamber of the relay valve piston, and the solenoid valve assembly is used to control the change of the air pressure in the upper chamber of the relay valve piston; wherein the solenoid valve assembly comprises a standby pressure boosting solenoid valve and a pressure maintaining and reducing solenoid valve; The pressure-maintaining and pressure-reducing solenoid valve has two moving iron cores, and two-level control of the pressure-maintaining and pressure-reducing solenoid valve is achieved by applying different voltages to the coils shared by the two moving iron cores; The valve body is provided with an air inlet, an air outlet, an exhaust port and a control port; the air inlet is used to connect to an air source; the air outlet is used to connect to a brake air chamber; the exhaust port is used to connect to the atmosphere; the control port is used to connect to the control air pressure of a brake pedal; wherein the standby pressure boost solenoid valve is arranged between the air inlet and the control port, and the pressure-maintaining and pressure-reducing solenoid valve is arranged between the standby pressure boost solenoid valve and the upper chamber of a relay valve piston; The standby pressure boost solenoid valve comprises a static iron core of the standby pressure boost solenoid valve, a moving iron core of the standby pressure boost solenoid valve arranged at the lower end of the static iron core of the standby pressure boost solenoid valve, a boost solenoid valve seat arranged at the lower end of the moving iron core of the standby pressure boost solenoid valve, and a return spring of the standby pressure boost solenoid valve; wherein, a first channel is provided on the static iron core of the standby pressure boost solenoid valve, and the upper end of the first channel is connected to the control port; a second channel is provided on the moving iron core of the standby pressure boost solenoid valve; a third channel is provided between the moving iron core of the standby pressure boost solenoid valve and the pressure maintaining and reducing solenoid valve; one end of the third channel is connected to the second The lower end of the channel is connected, and the other end is connected to the pressure maintaining and reducing solenoid valve; a first valve port is provided between the first channel and the second channel; a second valve port is provided on the valve seat of the boost solenoid valve; the second valve port is connected to the air inlet; the elastic force of the return spring of the standby pressure boost solenoid valve causes the moving iron core of the standby pressure boost solenoid valve to move downward to close the second valve port; when the standby pressure boost solenoid valve is energized, the moving iron core of the standby pressure boost solenoid valve overcomes the elastic force of the return spring of the standby pressure boost solenoid valve and moves upward, closing the first valve port and opening the second valve port, and the second valve port is connected to the lower end of the second channel.

2. A pressure control device based on a combined solenoid valve according to claim 1, characterized in that: The number of the pressure-maintaining and pressure-reducing solenoid valves is two, the number of the relay valve assemblies is also two, and the number of the air outlets is also two. The relay valve assemblies and the air outlets are arranged in a one-to-one correspondence.

3. A pressure control device based on a combined solenoid valve according to claim 2, characterized in that: The standby pressure boosting solenoid valve is located between the two pressure maintaining and reducing solenoid valves. The installation positions of the two pressure maintaining and reducing solenoid valves are symmetrical to each other, and the installation positions of the two relay valve assemblies are also symmetrical to each other.

4. A pressure control device based on a combined solenoid valve according to claim 1, characterized in that: The pressure-maintaining and pressure-reducing solenoid valve comprises a pressure-maintaining and pressure-reducing solenoid valve static iron core, a pressure-reducing solenoid valve assembly arranged at the upper end of the pressure-maintaining and pressure-reducing solenoid valve static iron core, and a pressure-maintaining solenoid valve assembly arranged at the lower end of the pressure-maintaining and pressure-reducing solenoid valve static iron core; wherein, The pressure reducing solenoid valve assembly comprises a pressure reducing solenoid valve moving iron core arranged at the upper end of the pressure maintaining pressure reducing solenoid valve static iron core, a pressure reducing solenoid valve valve seat arranged at the upper end of the pressure reducing solenoid valve moving iron core, and a pressure reducing solenoid valve return spring arranged at the outer side of the pressure reducing solenoid valve moving iron core; the pressure reducing solenoid valve moving iron core constitutes one of the moving iron cores; The pressure-maintaining solenoid valve assembly comprises a pressure-maintaining solenoid valve moving iron core arranged at the lower end of the pressure-maintaining and pressure-reducing solenoid valve static iron core, a pressure-maintaining solenoid valve valve seat arranged at the lower end of the pressure-maintaining solenoid valve moving iron core, and a pressure-maintaining solenoid valve return spring arranged on the outer side of the pressure-maintaining solenoid valve moving iron core; the pressure-maintaining solenoid valve moving iron core constitutes another moving iron core; Wherein, the elastic force of the return spring of the pressure-maintaining solenoid valve causes the moving iron core of the pressure-maintaining solenoid valve to move downward and press against the valve seat of the pressure-maintaining solenoid valve, a fourth channel is provided on the moving iron core of the pressure-maintaining solenoid valve, a fifth channel is provided on the static iron core of the pressure-maintaining and pressure-reducing solenoid valve, a third valve port is provided between the fourth channel and the fifth channel; the third channel is connected to the fourth channel; A sixth channel is provided on the moving iron core of the pressure reducing solenoid valve; a fourth valve port is provided on the valve seat of the pressure reducing solenoid valve, and the fourth valve port is connected to the exhaust port; the elastic force of the return spring of the pressure reducing solenoid valve causes the moving iron core of the pressure reducing solenoid valve to move upward to close the fourth valve port; a seventh channel is provided on the outer side of the valve seat of the pressure reducing solenoid valve; the upper end of the seventh channel is connected to the upper chamber of the relay valve piston, and the lower end is connected to the upper end of the sixth channel; the lower end of the sixth channel is connected to the upper end of the fifth channel.

5. A pressure control device based on a combined solenoid valve according to claim 4, characterized in that: The movable iron core of the backup pressure boosting solenoid valve and the movable iron core of the pressure maintaining solenoid valve are provided with parallel openings on both sides. The openings on the movable iron core of the backup pressure boosting solenoid valve constitute the second channel, and the openings on the movable iron core of the pressure maintaining solenoid valve constitute the fourth channel.

6. A pressure control device based on a combined solenoid valve according to claim 4, characterized in that: The lower end outlet of the first channel and the upper end inlet of the second channel are arranged to be staggered with each other, and the lower end outlet of the first channel or the upper end inlet of the second channel constitutes the first valve port; the lower end inlet of the fifth channel and the upper end outlet of the fourth channel are arranged to be staggered with each other, and the lower end inlet of the fifth channel or the upper end outlet of the fourth channel constitutes the third valve port; The valve body is provided with an exhaust passage penetrating the relay valve assembly, one end of the exhaust passage is communicated with the fourth valve port, and the other end of the exhaust passage is communicated with the exhaust port.

7. A pressure control device based on a combined solenoid valve according to claim 6, characterized in that: An air intake passage is provided between the second valve port and the air intake port, one end of the air intake passage is communicated with the second valve port, and the other end is communicated with the air intake port, and the axis of the air intake passage is the same as the axis of the standby pressure boost solenoid valve.

8. A pressure control device based on a combined solenoid valve according to claim 7, characterized in that: The relay valve assembly includes a relay valve piston, a relay valve valve, a relay valve seat and a relay valve return spring; wherein the relay valve valve is sleeved on the relay valve seat, and the relay valve piston is located above the relay valve seat; the relay valve return spring acts between the relay valve valve and the relay valve seat, a relay valve inlet valve port is provided between the valve body and the relay valve valve, and the relay valve valve is used to open or close the relay valve inlet valve port; a relay valve exhaust valve is provided between the relay valve piston and the relay valve valve Valve port, the relay valve piston is used to open or close the relay valve exhaust valve port; the relay valve piston is slidably arranged inside the valve body, the upper end of the relay valve piston is provided with the relay valve piston upper chamber, and the lower end of the relay valve piston is provided with the relay valve piston lower chamber; the relay valve piston lower chamber is connected with the air outlet; one end of the relay valve inlet valve port is connected with the air inlet channel, and the other end is connected with the relay valve piston lower chamber; one end of the relay valve exhaust valve port is connected with the relay valve piston lower chamber, and the other end is connected with the exhaust channel.

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