Distribution valve for air suspension and control method thereof

Abstract

The invention belongs to a distribution valve for an air suspension in the technical field of air suspensions, and further relates to a control method of the distribution valve for the air suspension. The cam shaft (2) is partially located in a cam cavity (3) in the valve body (1), a plurality of cams (4) are arranged on the cam shaft (2), a plurality of channels (5) are formed in the valve body (1), valve elements (6) are arranged in part of the channels (5), and the lower end of each valve element (6) is located on the cam shaft (2) and corresponds to the upper portion of one cam (4). According to the distribution valve for the air suspension, a brand-new control structure and a control method are provided on the basis of a unique thought, the distribution valve can have a larger flow adjusting range while the function of an existing product is met, channels are more flexible in spatial arrangement, the cost of the distribution valve in the life cycle is effectively reduced, and the distribution valve is suitable for popularization and application. Meanwhile, the air suspension system is simpler in composition, more stable in control and more reliable in function, and the product competitiveness is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of air suspension, and more specifically, relates to a distribution valve for air suspension. The present invention also relates to a control method for the distribution valve for air suspension. Background Art

[0002] With the vigorous development of the automobile industry, air suspension systems have gradually covered various brands of vehicles. The existing automotive air suspension distribution valve is composed of multiple independent solenoid valves. Due to the characteristics of the solenoid valve itself, the flow regulation of the existing distribution valve is limited and has high requirements for parts accuracy, assembly accuracy, and air medium cleanliness. The solenoid valve is prone to wear, leakage, and stagnation, and it is difficult to repair and maintain. For an open suspension system, generally, when one of the solenoid valves fails, the entire distribution valve assembly can only be replaced. For a closed system, the entire air supply unit may have to be replaced. Both the manufacturer's production cost and the later user's use cost are high.

[0003] There is a technology in the prior art named "an air suspension distribution valve" and with a publication (announcement) number of "CN221457243U". This technology discloses an air suspension distribution valve, which belongs to the field of distribution valves. An air suspension distribution valve comprises a protective shell, an inner shell is installed on the inner wall of the protective shell, two symmetrically arranged docking plates are installed on the outer wall of the protective shell, a diverter plate is installed on the inner wall of the inner shell, an intake pipe and a pressure relief pipe are installed on both ends of the inner shell respectively, four symmetrically arranged exhaust pipes are installed on the side wall of the inner shell, a limiting pipe is installed on the inner wall of one end of the inner shell close to the pressure relief pipe, an auxiliary spring is installed on the inner wall of the inner shell, and a pressure relief plate is installed on the end of the auxiliary spring away from the inner wall of the inner shell, which facilitates the diversion of air entering from the intake pipe and the diversion of air to the exhaust pipe, and at the same time facilitates the use of the pressure relief plate to slow down the rate of increase of pressure in the inner shell, and facilitates the use of the protective shell to protect the exhaust pipe to prevent it from being damaged by bumps.

[0004] However, this technology does not involve the technical problems and technical solutions of the present application. Summary of the invention

[0005] The technical problem to be solved by the present invention is: in view of the shortcomings of the existing technology, based on a unique idea, a distribution valve for air suspension with a new control structure and control method is proposed, which can have a larger flow adjustment range while meeting the functions of existing products, and the channel is more flexible in spatial layout, effectively reducing the cost of the distribution valve during its life cycle, and at the same time making the air suspension system simpler in composition, more stable in control, and more reliable in function.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is:

[0007] The present invention is a distribution valve for an air suspension, wherein a camshaft is arranged in a valve body, wherein part of the camshaft is located in a cam cavity inside the valve body, a plurality of cams are arranged on the camshaft, a plurality of channels are arranged on the valve body, valve cores are arranged in some of the channels, and the lower end of each valve core is located above a corresponding cam on the camshaft; the plurality of channels respectively provided with valve cores are arranged to have a structure that can be in a closed state at the same time, and the valve cores of the plurality of channels respectively provided with valve cores are also arranged to have a structure that can be in a separate open state respectively.

[0008] The channels on the valve body include an air pump channel, an air storage tank channel, a left rear channel, a left front channel, a right rear channel, and a right front channel.

[0009] A driving motor, a large gear and a small gear are arranged in the valve body. The large gear meshes with the small gear. The large gear is fixedly connected to one end of the camshaft, and the small gear is fixedly connected to the motor shaft of the driving motor.

[0010] A magnet seat is arranged at one end of the camshaft, a position sensor is arranged inside the valve body near the magnet seat, the position sensor is connected to the PCBA board, and a straight groove is arranged at the other end of the camshaft.

[0011] A shaft sleeve is arranged between the end of the camshaft and the mounting position in the valve body.

[0012] One end of the valve body is connected to the front cover, a front sealing ring is arranged between the valve body and the front cover, and the other end of the valve body is connected to the rear cover, a rear sealing ring is arranged between the valve body and the rear cover.

[0013] An air seal is arranged between the camshaft and the mounting position in the valve body.

[0014] An air nozzle is installed in each channel, and a spring pressure plate is fixedly installed below the air nozzle of the channel where the valve core is set. The spring is sleeved on the valve core, the upper end of the spring rests on the spring pressure plate 27, and the other end of the spring rests on the valve core boss.

[0015] The present invention also relates to a control method for a distribution valve for air suspension, which has simple steps, can have a larger flow adjustment range while meeting the functions of existing products, and has more flexible channel spatial arrangement, effectively reduces the cost of the distribution valve during the life cycle, and makes the air suspension system composition simpler, the control more stable, and the function more reliable. The control steps of the control method for the distribution valve for air suspension are:

[0016] S1. The drive motor drives the camshaft to rotate relative to the valve body;

[0017] S2. When the air pump inflates the air tank, the camshaft rotates counterclockwise relative to the default position. At this time, the valve core corresponding to the air tank channel is opened separately, and the gas pumped by the air pump enters the cam cavity through the air pump channel 7, and then inflates the air tank through the air tank channel;

[0018] S3. When the air tank inflates the left rear air spring alone, the air pump channel does not need to be inflated again. The camshaft continues to rotate counterclockwise relative to the default position. During this process, the valve core of the air tank channel remains open at the maximum position, and the valve core corresponding to the left rear channel gradually opens. The gas flow in the left rear channel also gradually increases. The camshaft continues to rotate counterclockwise relative to the default position at a set angle and then stops. At this time, the flow of the left rear channel has not reached the maximum;

[0019] S4. When the air tank inflates the rear suspension, that is, when the left rear air spring and the right rear air spring are inflated at the same time, the camshaft continues to rotate counterclockwise relative to the default position. During this process, the valve core of the air tank channel remains open at the maximum position, and the valve core corresponding to the left rear channel and the valve core corresponding to the right rear channel gradually open to the maximum. The camshaft continues to rotate counterclockwise relative to the default position at the set angle and then stops.

[0020] After step S4, when the air tank inflates the right rear air spring alone, the camshaft continues to rotate counterclockwise relative to the default position. During this process, the valve core of the air tank channel remains open at the maximum position, and the valve core corresponding to the left rear air spring channel enters the cam return stage in advance and begins to close. The valve core corresponding to the right rear channel maintains a set angle at the maximum position of the cam and then begins to close. When the cam rotates counterclockwise to a set angle relative to the default position, the valve core of the left rear channel is completely closed, while the valve core of the right rear channel is not completely closed and is maintained at this angle, completing the inflation of the right rear air spring by the air tank alone. Thereafter, as the valve core of the right rear channel gradually closes, the inflation process of the channel of the rear suspension is completed.

[0021] The technical solution of the present invention is adopted, and the working principle and beneficial effects are as follows:

[0022] The distribution valve for air suspension described in the present invention has a camshaft arranged in the valve body, the camshaft can rotate in the valve body, the camshaft part is located in the cam cavity inside the valve body, gas can pass through the cam cavity, a plurality of cams are arranged on the camshaft, when the camshaft rotates, different cams rotate with the camshaft, and the different cams can be set to have the same angle or different angles, a plurality of channels are arranged on the valve body, valve cores are arranged in some channels, and the lower end of each valve core is located above a corresponding cam on the camshaft; when the corresponding cam on the camshaft rises, the corresponding valve core will be pushed to move upward to open the corresponding channel, and after the corresponding cam on the camshaft drops, the spring will push the corresponding valve core to move downward to close the corresponding channel, in this way, the plurality of channels with the valve cores respectively arranged are arranged to have a structure that can be in a closed state at the same time, and the valve cores of the plurality of channels with the valve cores respectively arranged are also arranged to have a structure that can be in a separate open state respectively, thereby meeting the flexible and reliable control of the opening and closing of different channels. The beneficial effects brought by the technical solution of the present invention are as follows: 1. Compared with the existing distribution valves integrated with multiple (generally 4 or 5) solenoid valves on the market, this product adopts a brand-new technical solution as a whole. The camshaft is driven by a single drive motor to control the opening and closing of the valve cores of different channels to realize the charging and discharging of the air storage tank and the air spring. The phase combination of each cam on the camshaft can realize the opening and closing action of a single or multiple valve cores under different working conditions when the camshaft rotates. By adjusting the length and diameter of the valve core, a larger flow adjustment range can be achieved. Different rotation angles of the camshaft can achieve proportional adjustment of the flow. The overall structure is simple and compact, which reduces the occurrence of failures, and the valve core can be replaced separately, avoiding the risk of replacing the entire distribution valve assembly due to valve core failure in the later stage. 2. The scheme and structure of the distribution valve of the present invention can be used for both open suspension systems and closed suspension systems. When used in a closed suspension system, the working conditions reflected by the cam arrangement and phase combination can be adjusted according to the overall air supply scheme. At the same time, the valve cores can be arranged in a straight line, in a V shape, or in a staggered arrangement, which can make the spatial arrangement of the angles of each valve core channel more flexible. The valve body can be integrated with the air pump or the driver housing, and the cost will be further reduced. 3. Compared with the flat sealing valve core of the existing electromagnetic distribution valve, the valve core of this product adopts a conical surface seal, which has better sealing performance. 4. Based on the above-mentioned larger flow adjustment range, the standard flow value of each channel is more tolerant to the precision requirements of parts and assembly during the initial calibration. 5. Unlike the existing electromagnetic distribution valve in which the valve core is directly controlled by the electromagnetic valve, the valve core of this product is controlled by the cam, which is not affected by the performance of the electromagnetic valve, the control is more stable, the flow is more precise, and the continuous working time is long. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The following is a brief description of the contents and symbols in the drawings of this specification:

[0024] Figure 1It is a schematic diagram of the main structure of the distribution valve for air suspension according to the present invention;

[0025] Figure 2 It is a schematic diagram of the top view of the distribution valve for air suspension according to the present invention;

[0026] Figure 3 It is a bottom view structural schematic diagram of the distribution valve for air suspension according to the present invention;

[0027] Figure 4 It is a right side structural schematic diagram of the distribution valve for air suspension according to the present invention;

[0028] Figure 5 It is a left-side structural schematic diagram of the distribution valve for air suspension according to the present invention;

[0029] Figure 6 It is a schematic cross-sectional structural diagram of the distribution valve for air suspension according to the present invention;

[0030] Figure 7 It is a structural schematic diagram of the distribution valve for air suspension of the present invention from the left side without the front cover;

[0031] Figure 8 It is a structural schematic diagram of the valve core of the distribution valve for air suspension according to the present invention when it is in a closed state;

[0032] Fig. 9 It is a structural schematic diagram of the valve core of the distribution valve for air suspension according to the present invention when it is in an open state;

[0033] Fig.10 It is a schematic structural diagram of a camshaft when the distribution valve for air suspension according to the present invention is used in an open suspension system;

[0034] Fig.11 for Fig.10 A schematic cross-sectional structural diagram of the distribution valve for air suspension on plane AA;

[0035] Fig.12 It is a schematic structural diagram of the distribution valve for air suspension of the present invention when it is used in a closed suspension system;

[0036] Fig.13 for Fig.12 A schematic cross-sectional structural diagram of the BB surface of the distribution valve for air suspension;

[0037] The accompanying drawings are marked as follows: 1, valve body; 2, camshaft; 3, cam cavity; 4, cam; 5, channel; 6, valve core; 7, air pump channel; 8, air tank channel; 9, left rear channel (left rear air spring channel); 10, left front channel (left front air spring channel); 11, right rear channel (right rear air spring channel); 12, right front channel (right front air spring channel); 13, drive motor; 14, large gear; 15, small gear; 16, magnet seat; 17, position sensor; 18, PCBA board (Printed Circuit Board, Pr i nted Circuit Board 1. Slotted groove; 20. Bushing; 21. Front cover; 22. Front sealing ring; 23. Rear cover; 24. Rear sealing ring; 25. Air seal; 26. Air nozzle; 27. Spring pressure plate; 28. Spring; 29. ​​Valve core boss; 30. Bolt; 31. Gear cavity; 32. Pressure sensor O-ring; 33. Bearing; 34. Pressure sensor pressure plate. DETAILED DESCRIPTION

[0038] The following is a further detailed description of the specific implementation of the present invention, such as the shape, structure, mutual position and connection relationship between the various components involved, the function and working principle of each part, etc., through the description of the embodiments with reference to the accompanying drawings:

[0039] As attached Figure 1 -Attached Fig.13As shown, the present invention is a distribution valve for air suspension, a camshaft 2 is arranged in a valve body 1, a part of the camshaft 2 is located in a cam cavity 3 inside the valve body 1, a plurality of cams 4 are arranged on the camshaft 2, a plurality of channels 5 are arranged on the valve body 1, a valve core 6 is arranged in part of the channels 5, and the lower end of each valve core 6 is located above a corresponding cam 4 on the camshaft 2; the plurality of channels 5 with valve cores 6 are arranged to be in a closed state at the same time, and the valve cores 6 of the plurality of channels 5 with valve cores 6 are also arranged to be in a separate open state. The above structure proposes an improved technical solution to address the deficiencies in the prior art. When the structure is set, a camshaft 2 is arranged in the valve body 1, and the camshaft can rotate in the valve body. Part of the camshaft 2 is located in the cam cavity 3 inside the valve body 1, and gas can pass through the cam cavity. A plurality of cams 4 are arranged on the camshaft 2. When the camshaft rotates, different cams rotate with the camshaft, and different cams can be set to have the same angle or different angles. A plurality of channels 5 are arranged on the valve body 1, and valve cores 6 are arranged in some of the channels 5. The lower end of each valve core 6 is located above a corresponding cam 4 on the camshaft 2; when the corresponding cam 4 on the camshaft 2 rises, the corresponding valve core 6 will be pushed to move upward to open the corresponding channel, and after the corresponding cam 4 on the camshaft 2 drops, the spring 28 will push the corresponding valve core 6 to move downward to close the corresponding channel. In this way, the plurality of channels 5 respectively provided with valve cores 6 are arranged as a structure that can be in a closed state at the same time, and the valve cores 6 of the plurality of channels 5 respectively provided with valve cores 6 are also arranged as a structure that can be in a separate open state respectively, thereby meeting the flexible and reliable control of the opening and closing of different channels. The beneficial effects brought by the technical solution of the present invention are as follows: 1. Compared with the existing distribution valves integrated with multiple (generally 4 or 5) solenoid valves on the market, this product adopts a brand-new technical solution as a whole. The camshaft is driven by a single drive motor to control the opening and closing of the valve cores of different channels to realize the charging and discharging of the air storage tank and the air spring. The phase combination of each cam on the camshaft can realize the opening and closing action of a single or multiple valve cores under different working conditions when the camshaft rotates. By adjusting the length and diameter of the valve core, a larger flow adjustment range can be achieved. Different rotation angles of the camshaft can achieve proportional adjustment of the flow. The overall structure is simple and compact, which reduces the occurrence of failures, and the valve core can be replaced separately, avoiding the risk of replacing the entire distribution valve assembly due to valve core failure in the later stage. 2. The scheme and structure of the distribution valve of the present invention can be used for both open suspension systems and closed suspension systems. When used in a closed suspension system, the working conditions reflected by the cam arrangement and phase combination can be adjusted according to the overall air supply scheme. At the same time, the valve cores can be arranged in line, in a V-shaped arrangement, or in a staggered arrangement, which can make the spatial arrangement of the angles of each valve core channel more flexible. The valve body can be integrated with the air pump or the drive housing, and the cost will be further reduced. 3. Compared with the flat sealing valve core of the existing electromagnetic distribution valve, the valve core of this product adopts a conical surface seal, which has better sealing performance.4. Based on the larger flow adjustment range mentioned above, the standard flow value of each channel is more tolerant to the precision requirements of parts and assembly during the initial calibration. 5. Unlike the existing solenoid distribution valve in which the valve core is directly controlled by the solenoid valve, this product controls the valve core by a cam, which is not affected by the performance of the solenoid valve, and has more stable control, more precise flow, and longer continuous working time. The distribution valve for air suspension described in the present invention, based on a unique idea, proposes a new control structure and control method, which can have a larger flow adjustment range while meeting the functions of existing products, and the channels are more flexible in spatial layout, effectively reducing the cost of the distribution valve during its life cycle, while making the air suspension system simpler in composition, more stable in control, more reliable in function, and improving product competitiveness.

[0040] The channel 5 on the valve body 1 includes an air pump channel 7, an air tank channel 8, a left rear channel 9, a left front channel 10, a right rear channel 11, and a right front channel 12. In the above structure, a plurality of channels are provided, and a camshaft is equipped. The number of channels can be increased or decreased according to actual needs, and the positions and angles of different cams of the camshaft can be adjusted according to actual needs.

[0041] The valve body 1 is provided with a driving motor 13, a large gear 14 and a small gear 15, the large gear 14 meshes with the small gear 15, the large gear 14 is fixedly connected to one end of the camshaft 2, and the small gear 14 is fixedly connected to the motor shaft of the driving motor 13. With the above structure, the driving motor rotates, drives the small gear to rotate, the small gear drives the large gear to rotate, and the large gear drives the camshaft to rotate.

[0042] A magnet seat 16 is provided at one end of the camshaft 2, a position sensor 17 is provided near the magnet seat 16 inside the valve body 1, the position sensor 17 is connected to the PCBA board 18, and a slot 19 is provided at the other end of the camshaft 2. A pressure sensor is provided on the valve body 6. In the above structure, the position sensor at one end of the camshaft monitors and feeds back the real-time angle of the camshaft, and the pressure sensor in the valve body monitors and feeds back the pressure of the cam cavity, thereby realizing closed-loop control.

[0043] A shaft sleeve 20 is arranged between the end of the camshaft 2 and the mounting position in the valve body 1. With the above structure, the shaft sleeve can reliably support the camshaft, improve the wear resistance and prolong the service life.

[0044] One end of the valve body 1 is connected to the front cover 21, and a front sealing ring 22 is arranged between the valve body 1 and the front cover 21. The other end of the valve body 1 is connected to the rear cover 23, and a rear sealing ring 24 is arranged between the valve body 1 and the rear cover 23. An air seal 25 is arranged between the camshaft 2 and the mounting position in the valve body 1. The above structure can reliably realize the sealing performance of the valve body 6 and the corresponding parts of the valve body 6 and the camshaft 2.

[0045] An air nozzle 26 is installed in each channel 5, and a spring pressure plate 27 is fixedly installed below the air nozzle 26 of the channel 5 where the valve core 6 is set. The spring 28 is sleeved on the valve core 6, and the upper end of the spring 6 is against the spring pressure plate 27, and the other end of the spring 28 is against the valve core boss 29. With the above structure, when the driving motor drives the camshaft 2 to rotate and the corresponding cam 4 rises, it will push the corresponding valve core 6 to move up to open the corresponding channel, and when the corresponding cam 4 on the camshaft 2 drops, the spring 28 will push the corresponding valve core 6 to move down to close the corresponding channel by the valve core 6, thereby meeting the flexible and reliable control of opening and closing of different channels.

[0046] The present invention also relates to a control method for a distribution valve for air suspension, which has simple steps, can have a larger flow adjustment range while meeting the functions of existing products, and has more flexible channel spatial arrangement, effectively reduces the cost of the distribution valve during the life cycle, and makes the air suspension system composition simpler, the control more stable, and the function more reliable. The control steps of the control method for the distribution valve for air suspension are:

[0047] S1. The driving motor 13 drives the camshaft 2 to rotate relative to the valve body 1; S2. When the air pump inflates the air tank, the camshaft 2 rotates counterclockwise relative to the default position. At this time, the valve core corresponding to the air tank channel is opened separately, and the gas pumped by the air pump enters the cam cavity 3 through the air pump channel 7, and then inflates the air tank through the air tank channel 8; S3. When the air tank inflates the left rear air spring separately, the air pump channel 7 does not need to be inflated, and the camshaft 2 continues to rotate counterclockwise relative to the default position. During this process, the valve core 6 of the air tank channel 8 remains open at the maximum position, and the valve core 6 corresponding to the left rear channel 9 gradually opens. When the air tank inflates the rear suspension, that is, when the left rear air spring and the right rear air spring are inflated at the same time, the camshaft 2 continues to rotate counterclockwise relative to the default position. During this process, the valve core 6 of the air tank channel 8 remains open at the maximum position, and the valve core 6 corresponding to the left rear channel 9 and the valve core 6 corresponding to the right rear channel 10 gradually open to the maximum, and the camshaft 2 continues to rotate counterclockwise relative to the default position at a set angle and then stops.

[0048] After step S4, when the air tank inflates the right rear air spring alone, the camshaft 2 continues to rotate counterclockwise relative to the default position. During this process, the valve core 6 of the air tank channel 8 remains open at the maximum position, and the valve core 6 corresponding to the left rear air spring channel 9 enters the return stage of the cam 4 in advance and begins to close. The valve core 10 corresponding to the right rear channel 11 maintains a set angle at the maximum position of the cam 4 and then begins to close. When the cam 4 rotates counterclockwise to the set angle relative to the default position, the valve core 6 of the left rear channel 9 is completely closed, and the valve core 6 of the right rear channel 11 is not completely closed, and is maintained at this angle, completing the inflation of the right rear air spring by the air tank alone. Thereafter, as the valve core 6 of the right rear channel 11 gradually closes, the inflation process of the channel of the rear suspension is completed.

[0049] The technical scheme and technical effects of the present invention are described below with specific embodiments:

[0050] The structure of the present invention comprises an execution component, a driving component and a sealing component.

[0051] 1. Actuator: When the camshaft rotates to the cam thrust angle range, the bottom of the valve core contacts the cam and is gradually lifted up. The air passage corresponding to the valve core gradually opens from a sealed state. When the cam is pushed to the maximum, the valve core opens to the maximum (e.g. Fig. 9 ), when the cam rotates to the return angle range, the lifted valve core always keeps in contact with the cam under the action of the spring and air spring pressure until the valve core is closed (such as Figure 8 ). When the cam rotation angle is within the push stroke and return stroke ranges on both sides of the maximum push stroke angle range, the valve core of the channel can adjust the valve core opening amount according to the push stroke corresponding to different rotation angles of the camshaft, that is, to achieve proportional adjustment of different flow rates. Here, the cam maintains a certain distance from the valve core outside the effective push stroke angle range to avoid wear of the valve core and the cam surface when the valve core is in the closed state. A spring is installed in the air path channel on the upper part of the valve core, and a spring pressure plate is installed on the upper part of the spring. The spring pressure plate has a small interference fit with the aluminum alloy valve body. A small hole is opened in the middle of the spring pressure plate to ensure smooth air flow and facilitate disassembly and assembly when the valve core is replaced later. An air nozzle assembly is installed on the upper part of the spring pressure plate. The air nozzle assembly is threadedly connected to the valve body and has an O-ring seal at the mouth. In a specific embodiment of the present invention, there are 5 groups of valve cores, corresponding to the 5 channels of the air suspension system, namely: the air tank channel, the left rear air spring channel, the left front air spring channel, the right rear air spring channel, and the right front air spring channel. There is also an air pump channel on the valve body. The channel is not provided with a valve core, but only has an upper air nozzle assembly (such as Figure 6). The above 6 channels and the cam cavity are interconnected. Each of the above valve cores can be opened individually, or two or three valve cores can be opened simultaneously according to the working conditions required by the suspension system. Generally, the front suspension (left front channel and right front channel) is fixed as a group, and the rear suspension (left rear channel and right rear channel) is fixed as a group. The channels as a group are opened or closed synchronously. When the camshaft is in a certain angle range, all valve cores are in a closed state. This angle range is related to the phase of the 5 cams on the shaft. A slot is opened at the end of the camshaft shaft for quick confirmation of the default position angle.

[0052] For air tank and air spring charging, the camshaft rotates counterclockwise:

[0053] When the air pump inflates the air tank, the camshaft rotates 22.5° counterclockwise relative to the default position. At this time, the valve core corresponding to the air tank channel opens separately, and the air pump channel intakes air through the cam cavity and inflates the air tank through the air tank channel. When the air tank inflates the left rear air spring separately, the air pump channel no longer inhales air, and the camshaft continues to rotate counterclockwise relative to the default position. During this process, the valve core of the air tank channel remains open at the maximum position, the valve core corresponding to the left rear air spring channel gradually opens, and the flow in the channel gradually increases. It stops when it rotates 40° counterclockwise relative to the default position. At this time, the flow of the left rear air spring channel has not reached the maximum. When the air tank inflates the rear suspension (that is, the left and right rear air springs at the same time), the camshaft continues to rotate counterclockwise relative to the default position. During this process, the valve core of the air tank channel remains open at the maximum position, and the valve cores corresponding to the left and right rear air spring channels gradually open to the maximum, and stop when they rotate counterclockwise to 62.5° relative to the default position. When the air tank inflates the right rear air spring alone, the camshaft continues to rotate counterclockwise relative to the default position. During this process, the air tank channel valve core remains open at the maximum position, and the valve core corresponding to the left rear air spring channel enters the cam return stage in advance and begins to close. The valve core corresponding to the right rear air spring channel maintains the set angle at the cam's maximum position and then begins to close. When the cam rotates counterclockwise to 85° relative to the default position, the left rear air spring channel valve core is completely closed, while the right rear air spring channel valve core is not completely closed and maintains this angle, completing the inflation of the right rear air spring by the air tank alone. Thereafter, as the right rear air spring channel valve core gradually closes, the inflation process of the rear suspension related channels is completed. The above-mentioned inflation process is the inflation process related to the rear suspension. As the counterclockwise rotation angle increases, the inflation process related to the front suspension is similar, except that the corresponding camshaft rotation angle is different. Subsequently, when it rotates to 105°, the air tank inflates the left front air spring separately; when it rotates to 127.5°, the air tank inflates the front suspension (that is, the right rear and right front air springs at the same time); when it rotates to 150°, the air tank inflates the right front air spring separately. After that, the air tank channel valve core enters the cam return stage, and its valve core gradually closes, and the inflation process ends here.For the air spring deflation condition, in the open suspension system, because the air tank channel valve core needs to be closed throughout the whole process, another set of cams is needed to control the opening of the valve cores of each channel. At this time, the camshaft rotates clockwise in the default position. In this scheme, the valve core opening sequence and combination of the suspension deflation condition are similar to those of the inflation condition, and will not be repeated. The angle is: at -30°, the right front air spring channel valve core is opened alone for deflation; at -52.5°, the front suspension (i.e., the right front and left front air springs) channel valves are opened separately for deflation. The core is opened for deflation; at -75°, the left front air spring channel valve core is opened for deflation alone; at -95°, the right rear air spring channel valve core is opened for deflation alone; at -117.5°, the rear suspension channel valve core (i.e., the right rear and left rear air springs are simultaneously opened for deflation); at -140°, the left rear air spring channel valve core is opened for deflation alone; in the closed suspension system, when the suspension is inflated or deflated, the corresponding camshaft rotation angle corresponding to the opening of the corresponding channel valve core is exactly the same, that is, only one set of cams is needed (such as. Fig.10 , 11 ) controls the opening and closing of the valve core, and the direction of gas flow in the valve is controlled by the air pump.

[0054] 2. Drive assembly: This product is powered by a DC motor as the drive motor. A set of large and small gears mesh to transmit torque to the camshaft. The small gear is pressed onto the output shaft of the DC motor, and the large gear is welded to the camshaft. One end of the camshaft is supported by a ball bearing and the other end is supported by a sleeve. To achieve axial positioning, the inner ring of the bearing is welded to the shaft (such as Figure 6 , 7 ), the bearing hole of the valve body is interference fit with the outer ring of the bearing and is reinforced with riveting points.

[0055] 3. Sealing assembly: The valve core is composed of a metal valve core rod and a rubber valve core sealing layer. The sealing layer is pressed against the sealing cone surface of the valve body by the pressure of the spring and the empty spring side, and the sealing layer produces elastic deformation to achieve sealing (such as Figure 8 ). The above-mentioned cam cavity is sealed by the air seal at the bearing end and the large O-ring at the sleeve end. The air seal is pressed and fixed by the bearing to isolate the cam cavity from the gear cavity. The large O-ring is pressed by the rear cover plate, and the rear cover plate is fixed to the valve body by bolts. The above-mentioned gear cavity is mainly composed of a plastic upper cover and an aluminum alloy valve body. The sealing is achieved by a sealing ring on the joint surface of the upper cover and the valve body. In the gear cavity, there is a pressure sensor for monitoring the pressure in the cam cavity. The pressure sensor and the valve body are sealed with their own O-ring to isolate the cam cavity from the gear cavity. The pressure sensor is fixed to the valve body by a pressure sensor pressure plate and bolts (such as Figure 6 ).

[0056] 4. Control and feedback: Position sensors and magnet seats are installed in the gear cavity, on the rear cover and on the camshaft (such as Figure 6) is used to provide real-time feedback on the rotation angle of the camshaft. The angle information is processed by the suspension system controller to further adjust the speed, torque and direction of the DC motor. The DC motor is controlled by an H-bridge circuit. The H-bridge and the position sensor are integrated on the PCBA board. The PCBA board is riveted to the corresponding position of the upper cover. A copper plate for leading out the positive and negative poles and signals of the motor and sensor is embedded inside the upper cover and can be connected at the electrical interface.

[0057] The present invention is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various improvements are made using the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. A distribution valve for an air suspension, characterized in that: A camshaft (2) is arranged in the valve body (1), and part of the camshaft (2) is located in a cam cavity (3) inside the valve body (1). A plurality of cams (4) are arranged on the camshaft (2), and a plurality of channels (5) are arranged on the valve body (1). A valve core (6) is arranged in part of the channels (5), and the lower end of each valve core (6) is located above a corresponding cam (4) on the camshaft (2); the plurality of channels (5) respectively provided with the valve core (6) are arranged to be in a closed state at the same time, and the valve cores (6) of the plurality of channels (5) respectively provided with the valve core (6) are also arranged to be in an open state separately.

2. The distribution valve for air suspension according to claim 1, characterized in that: The channel (5) on the valve body (1) comprises an air pump channel (7), an air storage tank channel (8), a left rear channel (9), a left front channel (10), a right rear channel (11), and a right front channel (12).

3. The distribution valve for air suspension according to claim 1 or 2, characterized in that: A driving motor (13), a large gear (14) and a small gear (15) are arranged in the valve body (1); the large gear (14) meshes with the small gear (15); the large gear (14) is fixedly connected to one end of the camshaft (2); and the small gear (14) is fixedly connected to the motor shaft of the driving motor (13).

4. The distribution valve for air suspension according to claim 3, characterized in that: A magnet seat (16) is arranged at one end of the camshaft (2), a position sensor (17) is arranged inside the valve body (1) near the magnet seat (16), the position sensor (17) is connected to the PCBA board (18), and a straight groove (19) is arranged at the other end of the camshaft (2).

5. The distribution valve for air suspension according to claim 1 or 2, characterized in that: A shaft sleeve (20) is arranged between the end of the camshaft (2) and the mounting position in the valve body (1).

6. The distribution valve for air suspension according to claim 1 or 2, characterized in that: One end of the valve body (1) is connected to the front cover (21), a front sealing ring (22) is arranged between the valve body (1) and the front cover (21), and the other end of the valve body (1) is connected to the rear cover (23), a rear sealing ring (24) is arranged between the valve body (1) and the rear cover (23).

7. The distribution valve for air suspension according to claim 1 or 2, characterized in that: An air seal (25) is provided between the camshaft (2) and the mounting position inside the valve body (1).

8. The distribution valve for air suspension according to claim 1 or 2, characterized in that: An air nozzle (26) is installed in each channel (5), and a spring pressure plate (27) is fixedly installed below the air nozzle (26) of the channel (5) where the valve core (6) is arranged. The spring (28) is sleeved on the valve core (6), the upper end of the spring (6) is pressed against the spring pressure plate (27), and the other end of the spring (28) is pressed against the valve core boss (29).

9. A control method for a distribution valve of an air suspension, characterized in that: The control steps of the control method for the distribution valve of the air suspension are as follows: S1. The drive motor (13) drives the camshaft (2) to rotate relative to the valve body (1); S2. When the air pump inflates the air tank, the camshaft (2) rotates counterclockwise relative to the default position. At this time, the valve core corresponding to the air tank channel is opened separately, and the gas pumped by the air pump enters the cam cavity (3) through the air pump channel (7), and then inflates the air tank through the air tank channel (8); S3. When the air tank inflates the left rear air spring alone, the air pump channel (7) does not need to be inflated again. The camshaft (2) continues to rotate counterclockwise relative to the default position. During this process, the valve core (6) of the air tank channel (8) remains open at the maximum position, the valve core (6) corresponding to the left rear channel (9) gradually opens, and the gas flow in the left rear channel (9) gradually increases. The camshaft (2) continues to rotate counterclockwise relative to the default position at a set angle and then stops. At this time, the flow of the left rear channel (9) has not reached the maximum; S4. When the air tank inflates the rear suspension, that is, inflates the left rear air spring and the right rear air spring at the same time, the camshaft (2) continues to rotate counterclockwise relative to the default position. During this process, the valve core (6) of the air tank channel (8) remains open at the maximum position, and the valve core (6) corresponding to the left rear channel (9) and the valve core (6) corresponding to the right rear channel (10) gradually open to the maximum. The camshaft (2) continues to rotate counterclockwise relative to the default position at a set angle and then stops.

10. The control method for a distribution valve of an air suspension according to claim 9, characterized in that: After step S4, when the air tank inflates the right rear air spring alone, the camshaft (2) continues to rotate counterclockwise relative to the default position. During this process, the valve core (6) of the air tank channel (8) remains open at the maximum position, the valve core (6) corresponding to the left rear air spring channel (9) enters the return phase of the cam (4) in advance and begins to close, and the valve core (10) corresponding to the right rear channel (11) maintains a set angle at the maximum position of the cam (4) and then begins to close. When the cam (4) rotates counterclockwise to a set angle relative to the default position, the valve core (6) of the left rear channel (9) is completely closed, and the valve core (6) of the right rear channel (11) is not completely closed and is maintained at this angle, completing the inflation of the right rear air spring by the air tank alone. Thereafter, as the valve core (6) of the right rear channel (11) gradually closes, the inflation process of the channel of the rear suspension ends.

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