High-speed electromagnetic regulating valve, vehicle pneumatic brake system thereof and vehicle

Abstract

The invention provides a high-speed electromagnetic regulating valve, a vehicle pneumatic brake system thereof and a vehicle. The high-speed electromagnetic regulating valve is arranged between an air storage cylinder and a relay valve of the vehicle air brake system and used for controlling air flow in the air storage cylinder to flow into or stop flowing into the relay valve and controlling the air pressure flowing into the relay valve. The high-speed electromagnetic regulating valve comprises a body, an air pressure sensor and an electromagnetic valve assembly, the body is provided with an air storage cavity, an air inlet end, an air outlet end and an exhaust port, the air inlet end is provided with an air inlet hole, and the air outlet end is provided with an air outlet hole. An air inlet path, an air outlet path and an air outlet path which are communicated are formed between the air inlet, the air outlet and the air outlet and the air storage cavity respectively, the air outlet end is connected with the relay valve in a matched mode and communicated with the relay valve through the air outlet, and the air pressure sensor is installed on the air outlet path and used for sensing the air pressure flowing to the relay valve. The electromagnetic valve assembly comprises two valves which are in one-to-one correspondence with the air inlet hole and the air outlet hole, and the two valves open or close the air inlet hole and the air outlet hole under the power-on and power-off action of the electromagnetic valve assembly.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile air brake technology, in particular to a high-speed electromagnetic regulating valve and a vehicle air brake system thereof, and a vehicle. Background Art

[0002] Air brake systems can effectively ensure braking efficiency and safety during vehicle operation. However, emergency braking to mitigate or reduce accidents in dangerous situations still relies on manual control, and their effectiveness and safety are far from meeting the operational requirements of modern traffic conditions.

[0003] To overcome the limitations of manual control, existing technologies have developed automatic emergency air brake systems, which can automatically initiate emergency braking when a vehicle encounters a dangerous situation. Existing automatic emergency air brake systems typically use solenoid valves to adjust the brake air pressure. However, due to the long air brake control lines and the slow response of existing solenoid valves, there is a certain delay in the air brake control process. Summary of the Invention

[0004] In view of this, the present application provides a high-speed electromagnetic regulating valve with good braking effect and fast response speed, a vehicle air brake system thereof, and a vehicle.

[0005] In a first aspect, the present application provides a high-speed electromagnetic regulating valve for use in a vehicle air brake system. The vehicle air brake system includes an air reservoir, a brake valve, a relay valve, and a braking device. The brake valve is operable to control the opening of the relay valve, allowing air in the air reservoir to flow from the relay valve into the braking device, thereby driving the braking device to control vehicle braking. The vehicle air brake system also includes a high-speed electromagnetic regulating valve, which is disposed between the air reservoir and the relay valve and is used to control the flow of air from the air reservoir into the relay valve or to stop the flow of air into the relay valve, and to control the air pressure flowing into the relay valve. The high-speed electromagnetic regulating valve includes a body, an air pressure sensor, and an electromagnetic valve assembly. The body is provided with an air storage chamber, an air inlet end, an air outlet end, and an exhaust port. The air inlet end is provided with an air inlet hole, and the air outlet end is provided with an air outlet hole. The air inlet hole, the air outlet hole, and the exhaust port respectively form an air inlet path, an air outlet path, and an exhaust path connected to the air storage chamber. The air outlet end is connected to the relay valve and communicates with the relay valve through the air outlet hole. The air pressure sensor is installed on the air outlet path to sense the air pressure flowing to the relay valve. The electromagnetic valve assembly includes two valves corresponding to the air inlet hole and the exhaust port. The two valves open or close the air inlet hole and the exhaust port when the electromagnetic valve assembly is powered on or off.

[0006] In a second aspect, the present application provides a vehicle air brake system comprising an air reservoir, a brake valve, a relay valve, and a braking device. The brake valve is operable to control the opening of the relay valve, allowing air in the air reservoir to flow from the relay valve into the braking device, thereby actuating the braking device to control vehicle braking. The air brake system also includes a high-speed electromagnetic regulating valve, disposed between the air reservoir and the relay valve, for controlling the flow of air from the air reservoir into the relay valve or stopping the flow of air into the relay valve and controlling the air pressure flowing into the relay valve. The high-speed electromagnetic regulating valve includes a body, an air pressure sensor, and an electromagnetic valve assembly. The body is provided with an air storage chamber, an air inlet end, an air outlet end, and an exhaust port. The air inlet end is provided with an air inlet hole, and the air outlet end is provided with an air outlet hole. The air inlet hole, the air outlet hole, and the exhaust port respectively form an air inlet air path, an air outlet air path, and an exhaust air path connected to the air storage chamber. The air outlet end is connected to the relay valve and communicates with the relay valve through the air outlet hole. The air pressure sensor is installed on the air outlet air path to sense the air pressure flowing to the relay valve. The electromagnetic valve assembly includes two valves corresponding to the air inlet hole and the exhaust port. The two valves open or close the air inlet hole and the exhaust port when the electromagnetic valve assembly is powered on or off.

[0007] In a third aspect, the present application provides a vehicle, characterized in that the vehicle includes a vehicle body and the vehicle air brake system arranged on the vehicle body.

[0008] The high-speed electromagnetic regulating valve, vehicle air brake system, and vehicle provided by the present invention implement manual air braking by the driver stepping on the brake pedal during normal braking. If the driver fails to brake in time or the driver's risk assessment results in insufficient braking force, the visual sensing system and the high-speed electromagnetic regulating valve work together to implement automatic air braking, thereby achieving dual protection of manual and automatic air braking. Specifically:

[0009] First, the high-speed electromagnetic regulating valve is arranged between the air reservoir and the relay valve, and is connected to the relay valve through the air outlet. It is used to control the air flow in the air reservoir to flow into or stop flowing into the relay valve, and to adjust the air pressure flowing into the relay valve by adjusting the air pressure of the air outlet, thereby adjusting the brake air pressure in the brake device.

[0010] Second, the solenoid valve assembly includes two valves corresponding to the air inlet and the exhaust port. Under the combined action of power on and power off of the solenoid valve assembly, the two valves open or close the air inlet and the exhaust port, thereby realizing three working states: pressure increase, pressure reduction, and pressure maintenance.

[0011] Third, the air pressure sensor built into the high-speed electromagnetic regulating valve monitors the output air pressure value of the high-speed electromagnetic regulating valve in real time and feeds back the air pressure value to the main control device at a high speed of milliseconds. The main control device receives the fed-back air pressure value and controls the high-speed electromagnetic regulating valve to adjust the size of the air pressure value of the air outlet according to the fed-back air pressure value, so that the high-speed electromagnetic regulating valve can accurately output the required brake air pressure. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0013] Figure 1 This is a schematic diagram of the internal structure of the high-speed electromagnetic control valve provided in this implementation case.

[0014] Figure 2 This is a schematic diagram of the airflow in the boost state of the high-speed electromagnetic control valve provided in this implementation case.

[0015] Figure 3 This is a schematic diagram of the airflow in the decompression state of the high-speed electromagnetic regulating valve provided in this implementation case.

[0016] Figure 4 This is a schematic diagram of the airflow in the pressure-maintaining state of the high-speed electromagnetic regulating valve provided in this implementation case.

[0017] Figure 5 It is a structural diagram of the vehicle air brake system provided in this implementation case.

[0018] Figure 6 It is a structural diagram of the vehicle provided in this implementation case.

[0019] Figure 7 This is a schematic diagram comparing brake-related data provided by this embodiment when a high-speed electromagnetic regulating valve is connected or not connected.

[0020] The numbers in the figure are as follows:

[0021] High-speed electromagnetic regulating valve 1 body 11

[0022] Air storage chamber 111 Air inlet end 112

[0023] Air inlet 1121 Air outlet 113

[0024] Air outlet 1131 Exhaust port 114

[0025] Inlet air path 115 Outlet air path 116

[0026] First side A Second side A'

[0027] Exhaust gas line 117 Air pressure sensor 12

[0028] Solenoid valve assembly 13 first solenoid valve 131

[0029] First valve 1311 First valve core 1312

[0030] First valve seat 1313 Second solenoid valve 132

[0031] Second valve 1321 Second valve core 1322

[0032] Second valve seat 1323 air reservoir 2

[0033] Brake valve 3 Relay valve 4

[0034] Braking device 5 Visual sensing system 6

[0035] Main control device 7 One-way two-way valve 8

[0036] Common terminal 81 First switching terminal 82

[0037] Second switching end 83 Vehicle air brake system 100

[0038] Car body 200 Vehicle 1000

[0039] The realization of the objectives, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solutions and advantages of this application more clear, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0041] The terms "first," "second," "third," "fourth," and the like (if any) in the specification and claims of this application and in the accompanying drawings are used to distinguish similar program objects and are not necessarily used to describe a particular order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate. In other words, the described embodiments are implemented according to an order other than that illustrated or described herein. In addition, the terms "including" and "having," and any variations thereof, may also encompass other content. For example, a process, method, system, product, or apparatus comprising a series of steps or units need not be limited to only those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to these processes, methods, products, or apparatus.

[0042] It should be noted that the descriptions of "first", "second", etc. in this application are for descriptive purposes only and should not be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include one or more of the said features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0043] The present application provides a high-speed electromagnetic regulating valve, which is a valve assembly installed in a vehicle's air brake system. The vehicle's air brake system is also equipped with a forward-facing visual sensing system. The visual sensing system is used to sense the vehicle's operating status and surrounding environment to determine whether the vehicle needs to be braked. When braking is required, a main control device equipped with a control algorithm outputs a braking command to the high-speed electromagnetic regulating valve. The high-speed electromagnetic regulating valve then adjusts the brake air pressure of the vehicle's air brake system based on the braking command to perform automatic braking without affecting the original vehicle's actuator system. It can be understood that during normal braking, the driver's depressing of the brake pedal implements manual air braking. If a problem occurs with manual air braking, the visual sensing system and the high-speed electromagnetic regulating valve work together to implement automatic air braking, thereby achieving dual protection of manual and automatic air braking, thereby resolving the problem that manually operated vehicle air brake systems cannot meet the requirements of effectiveness, safety, and timeliness.

[0044] See also Figure 1 , Figure 1This is a schematic diagram of the internal structure of the high-speed electromagnetic regulating valve provided in this embodiment. The high-speed electromagnetic regulating valve 1 includes a body 11, an air pressure sensor 12, and a solenoid valve assembly 13. The body 11 is provided with an air storage chamber 111, an air inlet end 112, an air outlet end 113 and an exhaust port 114. The air inlet end 112 is provided with an air inlet hole 1121, and the air outlet end 113 is provided with an air outlet hole 1131. The air inlet hole 1121, the air outlet hole 1131 and the exhaust port 114 respectively form an air inlet air path 115, an air outlet air path 116, and an exhaust air path 117 that are connected to the air storage chamber 111. The air outlet end 113 is connected to the relay valve 4 and is connected to the relay valve 4 through the air outlet hole 1131. The air pressure sensor 12 is installed on the air outlet air path 116 to sense the air pressure flowing to the relay valve 4. The solenoid valve assembly 13 includes two valves 1311 and 1321, corresponding to the air inlet 1121 and the air outlet 114. The two valves 1311 and 1321 open or close the air inlet 1121 and the air outlet 114 when the solenoid valve assembly 13 is powered on or off. The air inlet end 112 and the air outlet end 113 are located on different sides of the body 11.

[0045] The solenoid valve assembly 13 includes a first solenoid valve 131 and a second solenoid valve 132, each of which is a two-position, two-way valve. The first solenoid valve 131 and the second solenoid valve 132 are integrally arranged. A first valve 1311 serves as the valve of the first solenoid valve 131, while a second valve 1321 serves as the valve of the second solenoid valve 132. In this embodiment, the first solenoid valve 131 also includes a first valve core 1312 and a first valve seat 1313 corresponding to the first valve 1311. The second solenoid valve 132 also includes a second valve core 1322 and a second valve seat 1323 corresponding to the second valve 1321. The first valve 1311 is normally closed, while the second valve 1321 is normally open. That is, when the high-speed solenoid control valve 1 is not operating, the first valve core 1312 is located at the first valve seat 1313, while the second valve core 1322 is in its original position away from the second valve seat 1323. At this time, the first valve 1311 is closed, while the second valve 1321 is open. When the high-speed solenoid control valve 1 is operating, the first valve core 1312 and the second valve core 1322 move toward or away from their corresponding valve seats. Specifically, when the first and second solenoid valves 131 and 132 are energized, the electromagnetic force causes the first valve core 1312 to separate from the first valve seat 1313, while the second valve core 1322 engages with the second valve seat 1323. This results in the first valve 1311 opening and the second valve 1321 closing. When the first and second solenoid valves 131 and 132 are de-energized, the spring force causes the first valve core 1312 to return to the first valve seat 1313, while the second valve core 1322 returns to its original position away from the second valve seat 1323. This results in the first valve 1311 closing and the second valve 1321 opening. It can be understood that when the valve cores 1312 and 1322 are located on the corresponding valve seats 1313 and 1323, the corresponding valves 1311 and 1321 are closed, and when the valve cores 1312 and 1322 are away from the corresponding valve seats 1313 and 1323, the corresponding valves 1311 and 1321 are opened.

[0046] In this embodiment, the solenoid valve assembly 13 further includes a guide sleeve (not shown) enclosing the first valve core 1312 and the second valve core 1322. The two valve cores 1312, 1322 and the inner wall of the guide sleeve enclosing the two valve cores 1312, 1322 are designed with a bimetallic material. In this embodiment, the metal material can be soft magnetic stainless steel or corrosion-resistant stainless steel. The use of these materials enables the solenoid valve assembly 13 to have high magnetic permeability, low hysteresis loss, good corrosion resistance, and strong stability, while reducing the energy consumption of the solenoid valve assembly 13 and increasing the electromagnetic attraction of the solenoid valve assembly 13.

[0047] The air holes 1121, 1131, and 114, as well as the air paths 115, 116, and 117, and the solenoid valves 131 and 132, are interconnected, cooperating to operate the high-speed electromagnetic control valve 1. Specifically, the air inlet 1121 communicates with the first solenoid valve 131 via the air inlet path 115. The first solenoid valve 131 communicates with the air outlet 1131 via the air outlet path 116, which faces away from the first side A of the second solenoid valve 132. The first solenoid valve 131 also communicates with the second solenoid valve 132 via the air outlet path 116, which faces the second side A' of the second solenoid valve 132, and the exhaust path 117. The second solenoid valve 132 communicates with the exhaust port 114. The air pressure sensor 12 is located on the first side A. In this embodiment, the working airflow path of the high-speed electromagnetic control valve 1 includes an air inlet path and an exhaust path. The air intake path is as follows: the air flows in from the air intake hole 1121, flows through the air intake path 115 to the first solenoid valve 131, flows through the first solenoid valve 131 to the first side A, and finally flows out from the air outlet 1131. The air exhaust path is as follows: the air flow entering the high-speed solenoid control valve 1 flows to the second side A' to the exhaust path 117, then flows through the second solenoid valve 132, and flows out from the exhaust port 114.

[0048] The first valve 1311 corresponds to the air inlet 1121, and the second valve 1321 corresponds to the air outlet 114. The first and second valves 1311, 1321 open or close the air inlet 1121 and the air outlet 114 when the solenoid valve assembly 13 is powered on and off. Specifically, when the air pressure does not reach a preset threshold, the solenoid valve assembly 13 controls the air inlet 1121 to open and the air outlet 114 to close. When the air pressure exceeds the preset threshold, the solenoid valve assembly 13 controls the air inlet 1121 to close and the air outlet 114 to open. The preset threshold can be determined based on the driving environment of the vehicle 1000. It is understood that when the air inlet 1121 is open and the air outlet 114 is closed, the high-speed solenoid control valve 1 is in a pressurizing state. When the air inlet 1121 is closed and the air outlet 114 is closed, the high-speed solenoid control valve 1 is in a pressure-maintaining state. When the air inlet 1121 is closed and the air outlet 114 is open, the high-speed solenoid control valve 1 is in a pressure-reducing state.

[0049] Please refer to Figure 2 、 Figure 3 ,as well as Figure 4 . Figure 2 This is a schematic diagram of the airflow in the boost state of the high-speed electromagnetic control valve provided in this implementation case. Figure 3 This is a schematic diagram of the airflow in the decompression state of the high-speed electromagnetic regulating valve provided in this implementation case. Figure 4 This is a schematic diagram of the airflow in the pressure-maintaining state of the high-speed electromagnetic regulating valve provided in this embodiment. The high-speed electromagnetic regulating valve 1 can achieve three working states: pressure increase, pressure reduction, and pressure maintenance by controlling the on and off power of the electromagnetic valve assembly 13. The specific contents of the three working states are as follows:

[0050] 1. Boosting Process: When first solenoid valve 131 is energized, first valve core 1312 is engaged, opening first valve 1311. When second solenoid valve 132 is energized, second valve core 1322 is engaged, closing second valve 1321. Air flows into outlet air path 116 and then into relay valve 4. The output air pressure rises rapidly, and high-speed solenoid control valve 1 enters the boosting state.

[0051] 2. Decompression process: the first solenoid valve 131 is powered off, the first valve core 1312 returns to the first valve seat 1313 under the action of the spring force, the first valve 1311 is closed, the second solenoid valve 132 is powered off, the second valve core 1322 returns to its original position under the action of the spring force, the second valve 1321 is opened, the air flow in the outlet air path 116 flows through the exhaust air path 117 and flows out from the exhaust port 114, the air pressure in the outlet air path 116 decreases, the output air pressure drops rapidly, and the high-speed electromagnetic regulating valve 1 is in a decompression state.

[0052] 3. Pressure maintaining process: the first solenoid valve 131 is powered off, the first valve core 1312 returns to the first valve seat 1313 under the action of the spring force, the first valve 1311 is closed, the second solenoid valve 132 is powered on, the second valve core 1322 is attracted, the second valve 1321 is closed, the air pressure in the outlet air path 116 remains unchanged, the output air pressure remains unchanged, and the high-speed electromagnetic regulating valve 1 is in the pressure maintaining state.

[0053] Please refer to Figure 5 , Figure 5 It is a structural diagram of the vehicle air brake system provided in this implementation case.

[0054] The present application also provides a vehicle air brake system 100, which is an artificial air brake system. The vehicle air brake system 100 includes an air reservoir 2, a brake valve 3, a relay valve 4, and a brake device 5. The brake valve 3 can operatively control the relay valve 4 to open, so that the air flow in the air reservoir 2 flows from the relay valve 4 into the brake device 5 and drives the brake device 5 to control the braking of the vehicle 1000. In some embodiments, the brake valve 3 can also be called a foot valve or a brake valve. The vehicle air brake system 100 also includes a high-speed electromagnetic regulating valve 1, which is arranged between the air reservoir 2 and the relay valve 4, and is used to control the air flow in the air reservoir 2 to flow into the relay valve 4 or stop flowing into the relay valve 4 and control the air pressure flowing into the relay valve 4. The specific structure of the high-speed electromagnetic regulating valve 1 is described above and will not be repeated here. It can be understood that this embodiment adds a high-speed electromagnetic regulating valve 1 to the original air brake system of the vehicle. Specifically, by adding a one-way two-way valve 8 to the original air circuit, the high-speed electromagnetic control valve 1 can be connected to the vehicle's original air brake system, so that the vehicle air brake system 100 has two switchable air circuits, one of which is the original air circuit, and the other is an automatically controlled air circuit automatically controlled by the high-speed electromagnetic control valve 1. Furthermore, the one-way two-way valve 8 can be installed at the air circuit interface of the relay valve 4, thereby dividing the air circuit interface into two. The one-way two-way valve 8 includes two valve ports, one of which is connected to the original air circuit, and the other is connected to the high-speed electromagnetic control valve 1. In this embodiment, when the high-speed electromagnetic control valve 1 is connected to the original vehicle air brake system, the air path between the brake valve 3 and the relay valve 4 is connected through one valve port of the one-way two-way valve 8. The air inlet end 112 of the high-speed electromagnetic control valve 1 is connected to the air reservoir 2 and communicates with the air reservoir 2 through the air inlet hole 1121. The air outlet end 113 is connected to the relay valve 4 through the other valve port of the one-way two-way valve 8 and communicates with the one-way two-way valve 8 and the relay valve 4 in sequence through the air outlet hole 1131. The relay valve 4 is connected to the brake device 5. The air reservoir 2 is used to provide airflow and communicate with the air inlet hole 1121. By adjusting the air pressure at the air outlet hole 1131 of the high-speed electromagnetic control valve 1, the air pressure flowing into the relay valve 4 is adjusted, thereby adjusting the brake air pressure in the brake device 5.

[0055] Furthermore, the one-way two-way valve 8 includes a common end 81, a first switching end 82, and a second switching end 83. The common end 81 can optionally be connected to the two switching ends and can only be connected to one of them at the same time. The common end 81 is connected to the relay valve 4, the first switching end 82 is connected to the brake valve 3, and the second switching end 83 is connected to the high-speed electromagnetic control valve 1. When manual air braking is performed, the common end 81 and the first switching end 82 are connected. At this time, the braking airflow flows from the brake valve 3 to the relay valve 4 to control the vehicle 1000 to brake. When automatic air braking is performed, the common end 81 and the second switching end 83 are connected. At this time, the braking airflow flows from the high-speed electromagnetic control valve 1 to the relay valve 4 to control the vehicle 1000 to brake.

[0056] The vehicle air brake system 100 also includes a visual sensing system 6 and a main control device 7. The main control device 7 is communicatively connected to the visual sensing system 6 and the high-speed electromagnetic control valve 1. The visual sensing system 6 is used to sense the driving environment of the vehicle 1000 and transmit the visual sensing results to the main control device 7. The main control device 7 receives the visual sensing results and issues a braking command to the high-speed electromagnetic control valve 1 based on the visual sensing results. The high-speed electromagnetic control valve 1 responds to the braking command and controls the opening or closing of the first valve 1311 or the second valve 1321 according to the braking command. The main control device 7 is also used to receive air pressure feedback from the air pressure sensor 12 and control the high-speed electromagnetic control valve 1 to adjust the air pressure in the air outlet 1131 based on the feedback air pressure value. In this embodiment, the air pressure sensor 12 built into the high-speed electromagnetic control valve 1 monitors the output air pressure of the high-speed electromagnetic control valve 1 in real time and feeds back the air pressure value to the main control device 7 at a high speed of milliseconds. After receiving the feedback air pressure value, the main control device 7 compares the feedback air pressure value with a preset threshold value and then controls the high-speed electromagnetic control valve 1 to adjust the air pressure value at the air outlet 1131. Specifically, taking the example of the main control device 7 controlling the high-speed electromagnetic control valve 1 to increase the pressure, if the feedback air pressure value is less than the preset threshold value and has a large difference from the preset threshold value, the main control device 7 controls the high-speed electromagnetic control valve 1 to rapidly increase the air pressure value at the air outlet 1131, so that the feedback air pressure value quickly approaches the preset threshold value. If the feedback air pressure value is less than the preset threshold value but close to the preset threshold value, the main control device 7 controls the high-speed electromagnetic control valve 1 to slowly increase the air pressure value at the air outlet 1131, so that the feedback air pressure value slowly approaches the preset threshold value, thereby enabling the main control device 7 to accurately control the high-speed electromagnetic control valve 1 to output the required brake air pressure. In this embodiment, the visual sensing system 6 includes a millimeter-wave radar and a camera. The millimeter-wave radar and the camera simultaneously sense the driving environment of the vehicle 1000 and send the visual sensing results to the main control device 7.

[0057] Please refer to Figure 6 , Figure 6 It is a structural diagram of the vehicle provided in this implementation case.

[0058] The present application also provides a vehicle 1000, which includes a vehicle body 200 and a vehicle air brake system 100 arranged on the vehicle body 200. The vehicle air brake system 100 applies the above-mentioned high-speed electromagnetic control valve 1. Please refer to the above description for the structure of the high-speed electromagnetic control valve 1, which will not be repeated here. In this embodiment, the vehicle 1000 includes a front axle and a rear axle. The high-speed electromagnetic control valve 1 is installed on the rear axle relay valve 4 of the vehicle 1000 through a one-way two-way valve 8, that is, the high-speed electromagnetic control valve 1 is installed on the rear axle. In some feasible embodiments, the position of the high-speed electromagnetic control valve 1 or the number of high-speed electromagnetic control valves 1 can be appropriately adjusted according to different vehicles. For example, a high-speed electromagnetic control valve 1 can be added to the front axle of a 6*4 air brake vehicle to achieve the best braking effect, that is, the high-speed electromagnetic control valve 1 is installed on the front axle relay valve 4 of the vehicle 1000 through a one-way two-way valve 8.

[0059] In this embodiment, while vehicle 1000 is in motion, the driver relies on their visual observation of the surroundings and, based on their driving experience, conducts a risk assessment of the surroundings. Different drivers have varying driving experience, leading to different risk assessments. Based on this risk assessment, the driver prioritizes braking actions, applying varying degrees of force to the brake pedal. Simultaneously, the air brake system 100 transmits a corresponding command to the brake valve 3 based on the force applied to the brake pedal. The brake valve 3 then controls the relay valve 4 to output appropriate brake air pressure to the brake device 5, thereby actuating the brake device 5 to achieve varying degrees of braking as desired by the driver.

[0060] On the other hand, the visual sensing system 6 assists the driver in observing the road conditions ahead of the vehicle. Specifically, the camera and millimeter-wave radar simultaneously fuse to sense the traffic conditions ahead of the vehicle 1000. If a collision risk exists, the sensing result is transmitted to the main control device 7. The main control device 7 receives the sensing result and analyzes it to determine different risk levels. It then implements different braking strategies for different risk levels and sends different braking commands to the high-speed electromagnetic control valve 1. The high-speed electromagnetic control valve 1 receives the braking commands from the main control device 7, which vary in severity and urgency. It then outputs different regulated air pressures to the relay valve 4 using a high-frequency linear air pressure regulation method, thereby controlling the vehicle 1000 to perform automatic air braking. Furthermore, the main control device 7 sends an alarm signal to the alarm display to alert the driver.

[0061] Please refer to Figure 7 , Figure 7It is a schematic diagram comparing the braking-related data provided in this embodiment when a high-speed electromagnetic regulating valve is connected or not connected. Vehicle 1000 is a tractor-trailer vehicle, a truck, a commercial vehicle, etc. In this embodiment, the vehicle 1000 is a tractor-trailer vehicle as an example for testing. The tractor-trailer vehicle includes a main vehicle and a trailer towed by the main vehicle, and the main vehicle and the trailer include a front axle air chamber and a rear axle air chamber, respectively. In one test example, the vehicle 1000 is not connected to the high-speed electromagnetic regulating valve 1; in another test example, the rear axle air chamber of the trailer is connected to the high-speed electromagnetic regulating valve 1. By Figure 7 It can be seen that when vehicle 1000 is not connected to the high-speed electromagnetic regulating valve 1, the brake pressure on the main vehicle's front axle is 350 kPa, the brake pressure on the trailer's rear axle is 157 kPa, and the braking lag is 0.275 seconds. When vehicle 1000 is connected to the high-speed electromagnetic regulating valve 1, the brake pressure on the main vehicle's front axle is 218 kPa, the brake pressure on the trailer's rear axle is 150 kPa, and the braking lag is 0.12 seconds. It can be seen that vehicle 1000 connected to the high-speed electromagnetic regulating valve 1 has a faster response.

[0062] The high-speed electromagnetic control valve 1, vehicle air brake system 100, and vehicle 1000 provided by the present invention implement manual air braking when the driver steps on the brake pedal during normal braking. If the driver fails to brake in time or the driver's risk assessment indicates insufficient braking force, the visual sensing system 6 and the high-speed electromagnetic control valve 1 work together to implement automatic air braking, thereby achieving dual protection of manual and automatic air braking. Specifically, after using the vehicle air brake system 100 provided by this embodiment, the vehicle 1000 can have the following effects: First, the visual sensing system 6 is used to sense the road conditions ahead of the vehicle 1000. When there is a collision risk, the sensing result is sent to the main control device 7. The main control device 7 receives the sensing result and analyzes the sensing result to determine different risk levels, and then sends different braking instructions to the high-speed electromagnetic control valve 1 to implement automatic air braking. Second, the solenoid valve assembly 13 includes two valves 1311 and 1321, corresponding one-to-one with the air inlet 1121 and the exhaust port 114. These valves 1311 and 1321 open or close the air inlet 1121 and the exhaust port 114 when the solenoid valve assembly 13 is powered on and off, thereby achieving three operating states: pressure increase, pressure reduction, and pressure maintenance. Third, the high-speed solenoid control valve 1 is disposed between the air reservoir 2 and the relay valve 4 and communicates with the relay valve 4 through the air outlet 1131. It is used to control the flow of air from the air reservoir 2 into the relay valve 4 or stop it from flowing. Adjusting the air pressure in the air outlet 1131 regulates the air pressure flowing into the relay valve 4, thereby adjusting the brake air pressure in the brake device 5. Fourth, the air pressure sensor 12 built into the high-speed electromagnetic control valve 1 monitors the output air pressure value of the high-speed electromagnetic control valve 1 in real time and feeds back the air pressure value to the main control device 7 at a high speed of milliseconds. The main control device 7 receives the fed-back air pressure value and controls the high-speed electromagnetic control valve 1 to adjust the air pressure value of the air outlet 1131 according to the fed-back air pressure value, so that the high-speed electromagnetic control valve 1 accurately outputs the required brake air pressure. Fifth, the first valve core 1312, the second valve core 1322, and the inner wall of the guide sleeve that wraps the two valve cores 1312 and 1322 are designed with a bimetallic material combination, with metal-to-metal sealing. The metal material can be soft magnetic stainless steel or corrosion-resistant stainless steel. The use of the above materials gives the solenoid valve assembly 13 high magnetic permeability, low hysteresis loss, good corrosion resistance, and strong stability, while reducing the energy consumption of the solenoid valve assembly 13 and increasing the electromagnetic attraction of the solenoid valve assembly 13.

[0063] Obviously, those skilled in the art may make various modifications and variations to this application without departing from the spirit and scope of this application. Thus, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application is intended to include such modifications and variations.

[0064] The above examples are merely preferred embodiments of the present application and are not intended to limit the scope of the present application. Therefore, equivalent changes made according to the claims of the present application are still within the scope of the present application.

Claims

1. A high-speed electromagnetic regulating valve for a vehicle air brake system, the vehicle air brake system comprising an air reservoir, a brake valve, a relay valve, and a brake device, wherein the brake valve is operable to control the relay valve to open, so that air in the air reservoir flows from the relay valve into the brake device, thereby driving the brake device to control vehicle braking, characterized in that: The high-speed electromagnetic regulating valve is arranged between the air storage cylinder and the relay valve, and is used for controlling the air flow in the air storage cylinder to flow into or stop flowing into the relay valve and controlling the air pressure flowing into the relay valve; the high-speed electromagnetic regulating valve comprises a body, an air pressure sensor, and a solenoid valve assembly, the body is provided with an air storage chamber, an air inlet end, an air outlet end and an exhaust port, the air inlet end is provided with an air inlet hole, the air outlet end is provided with an air outlet hole, the air inlet hole, the air outlet hole and the exhaust port respectively form an air inlet air path, an air outlet air path and an exhaust air path connected with the air storage chamber, the air outlet end is cooperatively connected with the relay valve and is connected with the relay valve through the air outlet hole, the air pressure sensor is installed on the air outlet air path, and is used for sensing the air pressure flowing to the relay valve; the solenoid valve assembly comprises two valves corresponding to the air inlet hole and the exhaust port one by one, and the two valves open or close the air inlet hole and the exhaust port under the combined action of power on and power off of the solenoid valve assembly.

2. The high-speed electromagnetic regulating valve for a vehicle air brake system according to claim 1, characterized in that: When the air pressure does not reach the preset threshold, the solenoid valve assembly controls the air inlet to open and the exhaust port to close; when the air pressure exceeds the preset threshold, the solenoid valve assembly controls the air inlet to close and the exhaust port to open.

3. The high-speed electromagnetic regulating valve for a vehicle air brake system according to claim 2, characterized in that: The solenoid valve assembly includes a first solenoid valve and a second solenoid valve, the first solenoid valve and the second solenoid valve are respectively two-position two-way valves, the two valves include a first valve and a second valve, the first valve is the valve of the first solenoid valve, the second valve is the valve of the second solenoid valve, the first valve corresponds to the air inlet hole, and the second valve corresponds to the exhaust port.

4. The high-speed electromagnetic regulating valve for a vehicle air brake system according to claim 3, characterized in that: The first solenoid valve and the second solenoid valve are integrally provided.

5. The high-speed electromagnetic regulating valve for a vehicle air brake system according to claim 3, characterized in that: The first valve is normally closed, and the second valve is normally open.

6. The high-speed electromagnetic regulating valve for a vehicle air brake system according to claim 1, characterized in that: The air inlet end and the air outlet end are respectively located on different sides of the body.

7. The high-speed electromagnetic regulating valve for a vehicle air brake system according to claim 3, characterized in that: The solenoid valve assembly also includes two valve cores and a guide sleeve wrapping the two valve cores, the two valve cores include a first valve core and a second valve core, the first valve core and the second valve core correspond to the valve cores of the first solenoid valve and the second solenoid valve respectively; wherein, the two valve cores and the inner wall of the guide sleeve wrapping the two valve cores are designed with bimetallic materials.

8. A vehicle air brake system comprising an air reservoir, a brake valve, a relay valve, and a brake device, wherein the brake valve is operable to control the relay valve to open, so that air in the air reservoir flows from the relay valve into the brake device to drive the brake device to control vehicle braking, characterized in that: The air brake system also includes a high-speed electromagnetic regulating valve, which is arranged between the air reservoir and the relay valve and is used to control the flow of air from the air reservoir into the relay valve or stop the flow of air into the relay valve and control the air pressure flowing into the relay valve. The high-speed electromagnetic regulating valve includes a body, an air pressure sensor, and a solenoid valve assembly. The body is provided with an air storage chamber, an air inlet end, an air outlet end, and an exhaust port. The air inlet end is provided with an air inlet hole, and the air outlet end is provided with an air outlet hole. The air inlet hole, the air outlet hole, and the exhaust port respectively form an air inlet path, an air outlet path, and an exhaust path connected to the air storage chamber. The air outlet end is cooperatively connected to the relay valve and communicates with the relay valve through the air outlet hole. The air pressure sensor is installed on the air outlet path and is used to sense the air pressure flowing to the relay valve. The solenoid valve assembly includes two valves corresponding to the air inlet hole and the exhaust port. The two valves open or close the air inlet hole and the exhaust port when the solenoid valve assembly is powered on or off.

9. The vehicle air brake system according to claim 8, wherein: The vehicle air brake system also includes a visual sensing system and a main control device, and the main control device is communicatively connected to the visual sensing system and the high-speed electromagnetic regulating valve; the visual sensing system is used to sense the driving environment of the vehicle and send the visual sensing results to the main control device, and the main control device receives the visual sensing results and issues a braking instruction to the high-speed electromagnetic regulating valve according to the visual sensing results; the high-speed electromagnetic regulating valve responds to the braking instruction and controls the first valve or the second valve to open or close according to the braking instruction; the main control device is also used to receive the air pressure value feedback from the air pressure sensor, and control the high-speed electromagnetic regulating valve to adjust the size of the air pressure value of the air outlet according to the feedback air pressure value.

10. A vehicle, characterized in that: The vehicle includes a vehicle body and a vehicle air brake system according to any one of claims 8 to 9, which is arranged on the vehicle body.

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