Complete vehicle air supply system and vehicle pressure reducing valve

Abstract

The invention provides a whole vehicle air supply system and a vehicle pressure reducing valve. A whole vehicle air supply system adopts a high-pressure dryer and a blowback pipeline structure, blowback regeneration can be performed on the dryer, high-pressure air is recycled to a low-pressure air storage tank, and energy consumption is reduced; a vehicle pressure reducing valve in the system comprises a body, a first-stage pressure reducing mechanism and a second-stage pressure reducing mechanism, the body is provided with a gas release port, a supply flow channel and a transmission flow channel, a second-stage pressure adjusting spring, a second-stage reset spring, a pressure relief groove and a second-stage valve element are arranged in the second-stage pressure reducing mechanism, step-by-step pressure reduction and pressure stabilization of gas can be achieved, automatic pressure relief is achieved during overpressure, gas using components are protected, and the safety of the system is improved. Voltage regulation precision is high, and operation is stable and reliable; and in cooperation with a whole vehicle air supply system, the air consumption requirements of the high-pressure air spring and the low-pressure air consumption unit can be met at the same time, the system integration degree is high, the drying effect is good, safety and stability are achieved, and the applicability and the service life are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle air supply technology, particularly to new energy vehicles, specifically to a vehicle air supply system and a vehicle pressure reducing valve. Background Technology

[0002] Pressure reducing valves are core components of automotive compressed air supply systems, widely used in air suspension, vehicle-mounted low-pressure air equipment, and other systems. Their primary function is to stably reduce high-pressure air to a suitable operating pressure, ensuring the safe and reliable operation of downstream air-using components. Existing automotive pressure reducing valves mostly employ a single-stage pressure reducing structure. Under conditions of large input pressure fluctuations and high pressure differentials, they struggle to maintain a stable output pressure, exhibiting poor pressure regulation accuracy and adaptability, failing to meet the diverse and wide-range pressure requirements of vehicles. Some two-stage pressure reducing structures are simply connected in series, without optimizing the valve core movement and pressure relief coordination, and still possess significant technical defects. When pressure is released due to overpressure, the airflow impact is large and the pressure fluctuation is violent, which can easily cause fatigue damage to sensitive components such as diaphragms and springs, reducing the service life and operational stability of the pressure reducing valve.

[0003] When the valve core moves relative to the inner wall of the valve body, the conventional pressure relief groove is prone to scratching the seals, leading to increased internal leakage, seal failure, and affecting the air circuit sealing and system safety.

[0004] The pressure relief channel has a simple structure, and the pressure relief speed is too fast and uncontrollable, which easily generates airflow noise and valve body vibration, making it difficult to meet the vehicle's NVH and reliability requirements.

[0005] It has a narrow applicable pressure range. When the input pressure exceeds the design range, the pressure regulation function fails, and it cannot meet the dual requirements of high pressure fluctuation and low pressure stable output.

[0006] The aforementioned problems make it difficult for existing automotive pressure reducing valves to simultaneously achieve wide-range adaptability, pressure stabilization accuracy, sealing reliability, and silent pressure relief capability, thus limiting the energy efficiency and service life of the vehicle's compressed air supply system.

[0007] Meanwhile, existing automotive air supply systems generally suffer from limited functionality, with most systems only providing compressed air at a single pressure level, failing to meet the diverse needs of high-pressure air-using units (such as air suspension) and low-pressure air-using units (such as pneumatic auxiliary components). To accommodate different air pressures, some models employ separate high-pressure and low-pressure air supply systems, which not only increases overall vehicle layout space and manufacturing costs but also leads to complex system piping, higher failure rates, and the inability of the two systems to achieve coordinated energy utilization, further exacerbating energy waste.

[0008] Furthermore, energy waste is another core problem with existing air supply systems, with the exhaust process of air suspension systems being one of the main sources of energy loss. Conventional air suspension systems typically release the high-pressure gas from the air springs directly into the atmosphere when the vehicle is lowered and high-pressure gas needs to be expelled. The effective energy contained in this compressed gas is not recovered or utilized, resulting in significant energy loss. This also increases the repeated charging load on the air pump, increasing vehicle fuel or electricity consumption, which contradicts the current trend of energy conservation and carbon reduction in the automotive industry. In addition, low-pressure air supply systems also use direct exhaust to the atmosphere when the pressure is too high, further exacerbating the energy waste problem. Summary of the Invention

[0009] Therefore, the technical problem to be solved by the present invention is to overcome the difficulties in simultaneously achieving wide range adaptability, pressure stabilization accuracy, sealing reliability and silent pressure relief capability in the existing automotive pressure reducing valves, which restricts the energy efficiency and service life of the automotive compressed air supply system. The problems of the vehicle air supply system, such as inflexible switching between high and low pressure air supply modes leading to single function, direct emission of high pressure exhaust energy resulting in waste, slow flow rate in low pressure air path leading to moisture condensation due to lack of effective drying methods, and insufficient overall system energy efficiency and response speed, provide a vehicle air supply system and an automotive pressure reducing valve.

[0010] To solve the above-mentioned technical problems, the present invention provides a vehicle air supply system, comprising: an air supply mechanism including a main air supply pipeline; a drying mechanism including a high-pressure transmission pipeline connected to the outlet of the main air supply pipeline, a high-pressure dryer disposed on the high-pressure transmission pipeline, and a return-blowing pipeline forming a return-blowing regeneration circuit with the high-pressure dryer, wherein a return-blowing control valve is provided on the return-blowing pipeline for controlling the on / off state of the return-blowing pipeline; and a high-pressure actuator including a diversion pipeline and a high-pressure air tank, wherein the diversion pipeline is connected to the main air supply pipeline. The system includes a high-pressure transmission pipeline, a high-pressure air tank, and an air spring; a low-pressure actuator, comprising a low-pressure air tank, a low-pressure air consumption unit, and a vehicle-mounted pressure reducing valve; the low-pressure air tank is connected to the outlet of the main air supply pipeline via the low-pressure transmission pipeline; the inlet of the return air pipeline is connected to the exhaust end of the high-pressure actuator, and its outlet is divided into two paths: one path leads to the atmosphere via a high-pressure exhaust valve, and the other path connects to the inlet of the low-pressure air tank; the vehicle-mounted pressure reducing valve is located between the low-pressure air tank and the low-pressure air consumption unit; the vehicle-mounted pressure reducing valve includes: a body, The main body has a vent and a supply channel on one side, and a transmission channel inside the main body; a primary pressure reducing mechanism, the inlet of which is connected to the low-pressure gas storage tank, and the outlet of which is connected to the transmission channel; a secondary pressure reducing mechanism, comprising: a secondary upper valve seat, which includes a secondary pressure regulating spring disposed in the secondary low-pressure chamber, the secondary low-pressure chamber being connected to the supply channel, the supply channel being connected to the low-pressure gas unit; and a secondary lower valve body, which includes a secondary high-pressure regulating spring disposed in the secondary high-pressure chamber. A secondary return spring is located within the pressure chamber. The secondary high-pressure chamber is connected to the transmission channel to receive the depressurized gas output from the primary pressure reducing mechanism. The inner wall of the secondary high-pressure chamber is provided with a pressure relief groove, which is connected to the vent. A secondary valve core is also present, with its two ends contacting the secondary return spring and the secondary pressure regulating spring, respectively. The secondary low-pressure chamber is connected to the secondary high-pressure chamber through the secondary valve core. The secondary valve core can move under pressure to a position corresponding to the pressure relief groove, thereby connecting the secondary low-pressure chamber with the vent to release pressure.

[0011] In one embodiment of the present invention, the primary pressure reducing mechanism includes: a primary lower valve body, the primary lower valve body including a connecting member and a primary return spring disposed in a primary high-pressure chamber, wherein the gas to be depressurized is input into the primary lower valve body through the connecting member; a primary upper valve seat, the primary upper valve seat having a primary low-pressure chamber communicating with the transmission channel and a primary pressure regulating spring disposed in the primary low-pressure chamber; and a primary valve core, the two ends of the primary valve core respectively contacting the primary return spring and the primary pressure regulating spring.

[0012] In one embodiment of the present invention, both the primary upper valve seat and the secondary upper valve seat include a transmission assembly. The transmission assembly is disposed in the primary low-pressure chamber or the secondary low-pressure chamber. The transmission assembly includes a diaphragm and a diaphragm pressure plate. One side of the diaphragm pressure plate in the primary upper valve seat is connected to the primary pressure regulating spring, and the other side is connected to the diaphragm. The diaphragm can abut against the inner wall of the primary low-pressure chamber. One side of the diaphragm pressure plate in the secondary upper valve seat is connected to the secondary pressure regulating spring, and the other side is connected to the diaphragm. The diaphragm can abut against the inner wall of the secondary low-pressure chamber.

[0013] In one embodiment of the present invention, the first-stage lower valve body further includes a first-stage limiting member, which is fixed inside the first-stage high-pressure chamber and can abut against the end of the first-stage return spring away from the first-stage valve core; the second-stage lower valve body further includes a second-stage limiting member, which is fixed inside the second-stage high-pressure chamber and can abut against the end of the second-stage return spring away from the second-stage valve core.

[0014] In one embodiment of the present invention, the vehicle pressure reducing valve includes an initial state, a venting and pressurizing state, a balanced and stable state, and a pressure adjusting state. In the initial state, the secondary pressure regulating spring is in a pre-compressed state, and the secondary valve core is located in the initial position under the action of the secondary pressure regulating spring, covering the pressure relief groove to keep the pressure relief groove closed. In the venting and pressurizing state, gas is depressurized by the primary pressure reducing mechanism and enters the secondary high-pressure chamber, and flows into the secondary low-pressure chamber through the throttling channel of the secondary valve core. The gas pressure in the secondary low-pressure chamber pushes the secondary valve core to move towards the pressure relief groove, and the pressure relief groove remains closed. In the balanced and stable state, the secondary pressure regulating spring... The internal air pressure of the primary low-pressure chamber is balanced by the elastic force of the secondary pressure regulating spring. The secondary valve core remains in a stable position with a constant throttling channel opening. The airflow between the secondary high-pressure chamber and the secondary low-pressure chamber is stable, and the pressure relief groove remains closed. Under the pressure adjustment state, if the pressure in the secondary low-pressure chamber exceeds the set pressure, the gas inside pushes the secondary valve core to move until the secondary valve core no longer covers the pressure relief groove. The pressure relief groove then connects to the secondary low-pressure chamber and the vent, achieving overpressure relief. When the pressure returns to a safe range, the secondary valve core resets under the action of the secondary pressure regulating spring and the secondary reset spring, re-covering the pressure relief groove and restoring it to a closed state.

[0015] This invention also provides a vehicle pressure reducing valve, applied to the aforementioned vehicle air supply system, comprising: a body, wherein a vent and a supply channel are provided on one side of the body, and a transmission channel is provided inside the body; a primary pressure reducing mechanism, wherein the inlet end of the primary pressure reducing mechanism is connected to the gas to be pressure-reduced, and the outlet end of the primary pressure reducing mechanism is connected to the transmission channel; a secondary pressure reducing mechanism, wherein the secondary pressure reducing mechanism includes: a secondary upper valve seat, wherein the secondary upper valve seat includes a secondary pressure regulating spring disposed in a secondary low-pressure chamber, the secondary low-pressure chamber being connected to the supply channel; and a secondary lower valve body, wherein the secondary lower valve body encloses... The system includes a secondary return spring disposed within a secondary high-pressure chamber, which is connected to the transmission channel to receive the depressurized gas output from the primary pressure reducing mechanism. The inner wall of the secondary high-pressure chamber has a pressure relief groove connected to the vent. A secondary valve core is also included, with its two ends contacting the secondary return spring and the secondary pressure regulating spring, respectively. The secondary low-pressure chamber is connected to the secondary high-pressure chamber via the secondary valve core. The secondary valve core can move under pressure to a position corresponding to the pressure relief groove, thereby connecting the secondary low-pressure chamber to the vent for pressure relief.

[0016] The secondary valve core is provided with a throttling channel to form a throttling and pressure reduction between the secondary high-pressure chamber and the secondary low-pressure chamber.

[0017] In one embodiment of the present invention, a low-pressure dryer is further provided on the low-pressure transmission pipeline, and the low-pressure dryer is located upstream of the low-pressure gas storage tank.

[0018] In one embodiment of the present invention, the main air supply pipeline is equipped with an air pump, a main air intake valve, and a main air exhaust valve. The main air intake valve and the main air exhaust valve are respectively located on both sides of the air pump, and the main air intake valve is located near the air inlet of the main air supply pipeline. The return air pipeline is also equipped with a mechanical valve. When the return air control valve is opened, the mechanical valve opens under the action of the airflow in the return air pipeline and connects to the high-pressure dryer and the high-pressure exhaust valve. The high-pressure actuator also includes multiple spring control valves, which are respectively located on the diversion pipelines corresponding to the multiple air springs. The low-pressure actuator also includes a low-pressure application valve and a safety valve. The low-pressure application valve is located on the low-pressure dryer and the high-pressure exhaust valve. The high-pressure actuator includes a first pressure sensor connected to the high-pressure gas tank, and a second pressure sensor connected to the low-pressure exhaust valve of the low-pressure actuator. The low-pressure actuator includes a second pressure sensor connected to the low-pressure gas tank. The low-pressure gas supply unit includes at least one of a tire inflation assembly, a lidar cleaning assembly, a seat massage assembly, an oxygen generator, and a trunk drive assembly. The vehicle air supply system also includes a control mechanism, with the air supply mechanism, the drying mechanism, the high-pressure actuator, and the low-pressure actuator each connected to the control mechanism.

[0019] In one embodiment of the present invention, the vehicle air supply system performs a high-pressure air inflation process, a high-pressure gas application process, a high-pressure drying and refluxing process, a high-pressure refluxing gas reuse process, a low-pressure drying and air inflation process, and a low-pressure gas application process.

[0020] In one embodiment of the present invention, the high-pressure inflation process includes: collecting gas through the main gas supply pipeline, allowing the collected gas to enter the high-pressure dryer, and then passing the dried gas into the high-pressure gas storage tank to complete the high-pressure inflation process of the vehicle; the high-pressure gas application process includes: supplying the high-pressure gas stored in the high-pressure gas storage tank to multiple air springs in the high-pressure actuator to raise the vehicle body, thus completing the high-pressure gas application process of the vehicle; the high-pressure drying and refluxing process includes: opening the refluxing control valve, allowing the gas in the high-pressure actuator to enter the refluxing pipeline, and then passing it into the high-pressure dryer, completing the high-pressure drying and refluxing process after a preset time; the high-pressure refluxing gas reuse process includes: inputting at least a portion of the gas that has undergone high-pressure drying and refluxing into a low-pressure transmission... The low-pressure gas storage tank on the pipeline serves as backup driving gas for the low-pressure actuator. The remaining gas, after high-pressure drying and refluxing, is discharged through the high-pressure exhaust valve to complete the high-pressure refluxing gas reuse process. The low-pressure drying and aeration process includes: gas collection through the main gas supply pipeline, the collected gas entering the low-pressure dryer through the low-pressure transmission pipeline, and then the dried low-pressure gas being input into the low-pressure storage tank to complete the low-pressure aeration process. In the non-working state, the low-pressure dryer can supply gas to the external environment through the low-pressure exhaust valve to remove moisture from the low-pressure dryer. The low-pressure gas application process includes: the low-pressure gas stored in the low-pressure storage tank is depressurized through the vehicle pressure reducing valve and then supplied to the low-pressure actuator to complete the low-pressure gas application process.

[0021] The technical solution of the present invention has the following advantages over the prior art: The vehicle air supply system described in this invention, through the structural arrangement of a high-pressure dryer and a back-blowing pipe, can effectively regenerate the high-pressure dryer during the exhaust process, ensuring the drying effect and cleanliness of the air path. At the same time, it can recover and reuse the gas discharged from the high-pressure actuator and introduce it into the low-pressure storage tank, realizing the energy recovery and reuse of high-pressure gas, effectively reducing system energy consumption and the workload of the air supply mechanism.

[0022] The vehicle pressure reducing valve in the vehicle air supply system described in this invention employs a two-stage pressure reducing mechanism working in tandem to progressively reduce and stabilize the gas pressure. This significantly broadens the applicable range of gas input pressure, improves pressure regulation accuracy and output pressure stability. By placing the pressure relief groove on the inner wall of the secondary high-pressure chamber and connecting it to the vent, and in conjunction with the secondary valve core that can move under pressure, it can quickly and smoothly achieve pressure relief protection when the pressure in the secondary low-pressure chamber exceeds the limit. This effectively prevents abnormal pressure rise from causing impact damage to subsequent air-using components. The overall structure is compact and reasonable, with high assembly reliability, good sealing effect, and stable and reliable operation. It can better adapt to the complex and ever-changing operating conditions of automotive air supply systems, extend the overall service life, and improve system operational safety.

[0023] By combining the aforementioned vehicle pressure reducing valve, stable and wide-range pressure regulation and reliable overpressure relief protection can be achieved between the low-pressure air tank and the low-pressure air consumption unit. This enables the vehicle air supply system to simultaneously meet the differentiated air consumption needs of the high-pressure air spring and the low-pressure air consumption unit. The high and low pressure air circuits have clear division of labor and work together, resulting in high overall integration, good drying effect, lower energy consumption, and more stable and safe operation, which greatly improves the applicability and service life of the vehicle air supply system. Attached Figure Description

[0024] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0025] Figure 1 This is a three-dimensional structural diagram of the vehicle pressure reducing valve in a preferred embodiment of the present invention; Figure 2 yes Figure 1 The image shows a side view of an automotive pressure reducing valve. Figure 3 yes Figure 2 Schematic diagram of the cross-sectional structure at point AA; Figure 4 yes Figure 3 Enlarged structural diagram at point B; Figure 5 This is a schematic diagram of the vehicle air supply system in another embodiment of the present invention.

[0026] Explanation of reference numerals in the accompanying drawings: 100, Air supply mechanism; 110, Main air supply pipe; 120, Main air inlet valve; 130, Air pump; 140, Main exhaust valve; 200, Drying mechanism; 210, High-pressure dryer; 220, High-pressure transmission pipe; 230, Backflush pipe; 231, Backflush control valve; 232, Mechanical valve; 240, High-pressure exhaust pipe; 241, High-pressure exhaust valve; 300, High-pressure actuator; 310, Diverter pipe; 320, High-pressure air tank; 330, High-pressure tank control valve; 340, Air spring; 350, Spring control valve; 360, First pressure sensor; 400, Low-pressure actuator; 410, Low-pressure transmission pipe; 420, Low-pressure control valve; 430, Low-pressure air tank; 431, Second pressure sensor; 440, Low-pressure application valve; 450, Safety valve; 460, Low-pressure dryer; 470, Low-pressure application valve. Gas unit; 480, Low-pressure exhaust valve; 500, Automotive pressure reducing valve; 510, Body; 511, Transmission channel; 512, Vent port; 513, Supply channel; 520, First-stage pressure reducing mechanism; 521, First-stage lower valve body; 5211, Connecting component; 5212, First-stage return spring; 5213, First-stage limit component; 5214, First-stage high-pressure chamber; 522, First-stage upper valve seat; 5221, First-stage pressure adjusting spring; 5222 523. First-stage low-pressure chamber; 530. First-stage valve core; 531. Second-stage pressure reducing mechanism; 532. Second-stage upper valve seat; 5311. Second-stage low-pressure chamber; 5312. Second-stage pressure regulating spring; 532. Second-stage lower valve body; 5321. Second-stage high-pressure chamber; 5322. Second-stage return spring; 5323. Second-stage limiting component; 5324. Pressure relief groove; 533. Second-stage valve core; 540. Transmission assembly; 541. Diaphragm pressure plate; 542. Diaphragm. Detailed Implementation

[0027] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0028] Example 1: See Figures 1 to 5As shown, this embodiment provides a vehicle pressure reducing valve 500, which includes: a body 510, one side of which is provided with a vent 512 and a supply channel 513, and the body 510 is provided with a transmission channel 511; a primary pressure reducing mechanism 520, the inlet end of which is connected to the gas to be pressure reduced, and the outlet end of which is connected to the transmission channel 511; a secondary pressure reducing mechanism 530, which includes: a secondary upper valve seat 531, the secondary upper valve seat 531 including a secondary pressure regulating spring 5312 disposed in a secondary low-pressure chamber 5311, the secondary low-pressure chamber 5311 being connected to the supply channel 513; and a secondary lower valve body 532, the secondary lower valve body 532 including a secondary high-pressure... A secondary return spring 5322 is located inside cavity 5321. The secondary high-pressure cavity 5321 is connected to the transmission channel 511 to receive the depressurized gas output by the primary pressure reducing mechanism 520. The inner wall of the secondary high-pressure cavity 5321 is provided with a pressure relief groove 5324, which is connected to the vent 512. A secondary valve core 533 is located at both ends, which respectively contact the secondary return spring 5322 and the secondary pressure regulating spring 5312. The secondary low-pressure cavity 5311 is connected to the secondary high-pressure cavity 5321 through the secondary valve core 533. The secondary valve core 533 can move under pressure to a position corresponding to the pressure relief groove 5324, so that the secondary low-pressure cavity 5311 is connected to the vent 512 for pressure relief.

[0029] The main body 510 is used to install and support various pressure reducing mechanisms and flow channel structures. The vent 512 on one side is used to discharge excess gas when the pressure exceeds the limit, so as to avoid damage to the components due to excessive pressure. The transmission flow channel 511 inside the main body 510 is used to realize the gas transmission between the primary pressure reducing mechanism 520 and the secondary pressure reducing mechanism 530, so as to ensure that the gas can flow in an orderly manner and complete the step-by-step pressure reduction.

[0030] The primary pressure reducing mechanism 520 is used to initially reduce the pressure of the gas to be reduced, lowering the higher pressure to a pressure range suitable for the secondary pressure reducing mechanism 530, thereby improving the subsequent pressure reduction accuracy and operational stability. Specifically, the primary pressure reducing mechanism 520 in this embodiment includes: a primary lower valve body 521, which includes a connecting member 5211 and a primary return spring 5212 disposed within a primary high-pressure chamber 5214, through which the gas to be reduced is input to the primary lower valve body 521; a primary upper valve seat 522, which has a primary low-pressure chamber 5222 communicating with the transmission channel 511 and a primary pressure regulating spring 5221 disposed within the primary low-pressure chamber 5222; and a primary valve core 523, whose two ends respectively contact the primary return spring 5212 and the primary pressure regulating spring 5221.

[0031] Specifically, the lower valve body 521 in the first-stage pressure reducing mechanism 520 serves as the mounting base for the first-stage pressure reducing structure. Its connecting piece 5211 ensures a stable input of the gas to be pressure-reduced, guaranteeing smooth entry of the gas into the first-stage high-pressure chamber 5214. The first-stage return spring 5212 within the first-stage high-pressure chamber 5214 cooperates with the first-stage valve core 523 to achieve a reset action, providing elastic support for the movement of the first-stage valve core 523 and ensuring the reliability of the valve core's action. The upper valve seat 522 forms the first-stage low-pressure chamber 5222, providing installation space for the first-stage pressure regulating spring 5221. The first-stage low-pressure chamber 5222 connects to the transmission channel. 511 is connected to store the gas after the first-stage pressure reduction and deliver it to the second-stage pressure reduction mechanism 530. The first-stage pressure regulating spring 5221 is used to provide the set preload force. It works in conjunction with the first-stage return spring 5212 and the first-stage valve core 523 to achieve initial pressure reduction and pressure stabilization of the gas through force balance. The two ends of the first-stage valve core 523 are in contact with the first-stage return spring 5212 and the first-stage pressure regulating spring 5221 respectively. It can be displaced under the combined action of gas pressure and spring force to adjust the gas flow area, thereby completing the initial pressure reduction of the input gas and laying the foundation for the precise pressure adjustment of the subsequent second-stage pressure reduction mechanism 530.

[0032] Furthermore, the primary lower valve body 521 also includes a primary limiting member 5213, which is fixed inside the primary high-pressure chamber 5214 and can abut against the end of the primary return spring 5212 away from the primary valve core 523. The primary limiting member 5213 is mainly used to position and limit the end of the primary return spring 5212 away from the primary valve core 523, ensuring that the primary return spring 5212 maintains a stable installation position during operation, preventing the primary return spring 5212 from shifting, tilting, or failing, thereby ensuring that the primary return spring 5212 can reliably abut against the primary valve core 523 and normally provide elastic return force, maintaining the stable and reliable pressure regulation and reset function of the primary pressure reducing mechanism 520.

[0033] In this embodiment, the secondary upper valve seat 531 is used to form a secondary low-pressure chamber 5311 and provide installation space for the secondary pressure regulating spring 5312. The secondary pressure regulating spring 5312 is used to provide the preload required for the set pressure and cooperate with the gas pressure to achieve stable adjustment of the output pressure. The secondary low-pressure chamber 5311 is used to store the low-pressure gas after the secondary pressure reduction and to deliver the stable pressure gas to the supply channel 513 to supply the gas-using equipment. The secondary lower valve body 532 is used to form the secondary high-pressure chamber 5321, providing a mounting base for the secondary return spring 5322. The secondary return spring 5322 is used to cooperate with the secondary valve core 533 to achieve the reset action, ensuring that the secondary valve core 533 can move reliably when the pressure changes. The secondary high-pressure chamber 5321 is used to receive gas from the primary pressure reducing mechanism 520, providing a stable air intake environment for the secondary pressure reducing mechanism. The pressure relief groove 5324 provided on the inner wall of the secondary high-pressure chamber 5321 is used to conduct gas when the pressure exceeds the limit, realizing pressure relief protection. The pressure relief groove 5324 is connected to the vent 512, which can quickly discharge excess gas outside the valve. The secondary valve core 533 is used to connect the secondary high-pressure chamber 5321 and the secondary low-pressure chamber 5311 to achieve gas throttling and pressure reduction. Under pressure, it is displaced to adjust the gas flow area, thereby stabilizing the output pressure. At the same time, the secondary valve core 533 can move to the position corresponding to the pressure relief groove 5324 under overpressure conditions, so that the secondary low-pressure chamber 5311 is connected to the vent 512 to achieve rapid pressure relief and ensure the safe use of gas equipment on the low-pressure side.

[0034] Furthermore, the secondary lower valve body 532 also includes a secondary limiting member 5323, which is fixed inside the secondary high-pressure chamber 5321 and can abut against the end of the secondary return spring 5322 away from the secondary valve core 533. The secondary limiting member 5323 is used to limit and support the end of the secondary return spring 5322 away from the secondary valve core 533, so that the secondary return spring 5322 maintains the correct installation position during operation, avoiding tilting, offset or loosening, and ensuring that the secondary return spring 5322 can stably apply elastic force to the secondary valve core 533, ensuring that the reset action of the secondary valve core 533 is reliable and timely, thereby improving the working stability and pressure regulation accuracy of the secondary pressure reducing mechanism 530.

[0035] Furthermore, in this embodiment, both the primary upper valve seat 522 and the secondary upper valve seat 531 include a transmission assembly 540. The transmission assembly 540 is disposed in the primary low-pressure chamber 5222 or the secondary low-pressure chamber 5311. The transmission assembly 540 includes a diaphragm 542 and a diaphragm pressure plate 541. One side of the diaphragm pressure plate 541 in the primary upper valve seat 522 is connected to the primary pressure regulating spring 5221, and the other side is connected to the diaphragm 542. The diaphragm 542 can abut against the inner wall of the primary low-pressure chamber 5222. One side of the diaphragm pressure plate 541 in the secondary upper valve seat 531 is connected to the secondary pressure regulating spring 5312, and the other side is connected to the diaphragm 542. The diaphragm 542 can abut against the inner wall of the secondary low-pressure chamber 5311. The transmission assembly 540 is used to reliably transmit the gas pressure signal to the valve core to achieve pressure feedback regulation. The diaphragm pressure plate 541 is used to connect and support the diaphragm 542, and cooperates with the first-stage pressure regulating spring 5221 or the second-stage pressure regulating spring 5312 to transmit the spring preload and gas pressure. The diaphragm 542 deforms under the action of the gas pressure in the low-pressure chamber, and drives the valve core to move through the diaphragm pressure plate 541. The diaphragm 542 abuts against the inner wall of the first-stage low-pressure chamber 5222 or the second-stage low-pressure chamber 5311, which can achieve effective sealing and separation, ensure the sealing between the high and low pressure chambers, prevent gas leakage, and thus improve the pressure regulation accuracy and working stability.

[0036] In actual use, the vehicle pressure reducing valve 500 includes an initial state, a venting and pressurizing state, a balanced and stable state, and a pressure adjustment state.

[0037] In the initial state, the secondary pressure regulating spring 5312 is in a pre-compressed state, and the secondary valve core 533 is located in the initial position under the transmission action of the secondary pressure regulating spring 5312, diaphragm 542 and diaphragm pressure plate 541, and covers the pressure relief groove 5324 on the inner wall of the secondary high pressure chamber 5321, so that the pressure relief groove 5324 is in a closed state with the secondary low pressure chamber 5311 and the vent 512, ensuring that the pressure reducing valve has no air leakage and no pressure relief when it is not working.

[0038] In the venting and pressurization state, the gas is depressurized by the primary pressure reducing mechanism 520 and enters the secondary high-pressure chamber 5321 through the transmission channel 511. It then flows into the secondary low-pressure chamber 5311 through the throttling channel inside the secondary valve core 533. The gas pressure in the secondary low-pressure chamber 5311 acts on the diaphragm 542 and transmits thrust through the diaphragm pressure plate 541, pushing the secondary valve core 533 to move towards the pressure relief groove 5324 against the elastic force of the secondary return spring 5322. During this process, the secondary valve core 533 still covers the pressure relief groove 5324, and the pressure relief groove 5324 and the vent 512 remain in a closed state.

[0039] In the balanced and stable state, the force exerted by the air pressure inside the secondary low-pressure chamber 5311 on the diaphragm 542 and transmitted through the diaphragm pressure plate 541 is balanced with the elastic force of the secondary pressure regulating spring 5312. The secondary valve core 533 is kept in a stable position under the combined action of the secondary reset spring 5322 and the secondary pressure regulating spring 5312, and the opening of the throttling channel therein is constant. The airflow between the secondary high-pressure chamber 5321 and the secondary low-pressure chamber 5311 is stable. The secondary valve core 533 continuously covers the pressure relief groove 5324 on the inner wall of the secondary high-pressure chamber 5321, so that the pressure relief groove 5324 and the vent 512 remain closed.

[0040] In the pressure adjustment state, when the pressure in the secondary low-pressure chamber 5311 exceeds the set pressure, the gas inside acts on the diaphragm 542 and pushes the secondary valve core 533 through the diaphragm pressure plate 541 to overcome the forces of the secondary pressure regulating spring 5312 and the secondary return spring 5322 and continue to move until the secondary valve core 533 no longer covers the pressure relief groove 5324 on the inner wall of the secondary high-pressure chamber 5321. The pressure relief groove 5324 is connected to the secondary low-pressure chamber 5311 and the vent 512 to achieve overpressure relief. When the pressure returns to the safe range, the secondary valve core 533 resets under the combined action of the elastic force of the secondary pressure regulating spring 5312 and the reset force of the secondary return spring 5322, and re-covers the pressure relief groove 5324, so that the pressure relief groove 5324 returns to the closed state.

[0041] In summary, the automotive pressure reducing valve 500 described in this embodiment employs a two-stage pressure reducing mechanism working in tandem to progressively reduce and stabilize the gas pressure. This significantly broadens the applicable range of gas input pressure, improves pressure regulation accuracy and output pressure stability. By placing the pressure relief groove 5324 on the inner wall of the secondary high-pressure chamber 5321 and connecting it to the vent port 512, and in conjunction with the secondary valve core 533 which can move under pressure, it can quickly and smoothly achieve pressure relief protection when the pressure in the secondary low-pressure chamber 5311 exceeds the limit. This effectively prevents abnormal pressure rise from causing impact damage to subsequent gas-using components. The overall structure is compact and reasonable, with high assembly reliability, good sealing effect, and stable and reliable operation. It can better adapt to the complex and ever-changing working conditions of automotive gas systems, extend the overall service life, and improve system operational safety.

[0042] Example 2: See Figure 5 As shown, this embodiment provides a vehicle air supply system, which includes: an air supply mechanism 100, the air supply mechanism 100 including a main air supply pipe 110; a drying mechanism 200, the drying mechanism 200 including a high-pressure transmission pipe 220 connected to the air outlet of the main air supply pipe 110, a high-pressure dryer 210 disposed on the high-pressure transmission pipe 220, and a return air pipe 230 connected in parallel with the high-pressure dryer 210, the return air pipe 230 being provided with a return air control valve 231 for controlling the opening and closing of the return air pipe 230; a high-pressure actuator 300, the high-pressure actuator 300 including a diversion pipe 310 and a high-pressure air tank 320, the diversion pipe 310 connecting the high-pressure transmission pipe 220, the high-pressure air tank 320, and an air spring 340; and a low-pressure actuator 400. The low-pressure actuator 400 includes a low-pressure gas storage tank 430, a low-pressure gas consumption unit 470, and the vehicle pressure reducing valve 500 described in Embodiment 1. The low-pressure gas storage tank 430 is connected to the outlet end of the main gas supply pipeline 110 through a low-pressure transmission pipeline 410. A low-pressure control valve 420 is provided upstream of the low-pressure transmission pipeline 410. The inlet end of the return air pipeline 230 is connected to the exhaust end of the high-pressure actuator 300. Its outlet end is divided into two paths: one path is open to the atmosphere through the high-pressure exhaust valve 241, and the other path is connected to the inlet end of the low-pressure gas storage tank 430. The vehicle pressure reducing valve 500 is located between the low-pressure gas storage tank 430 and the low-pressure gas consumption unit 470. The inlet end of the first-stage pressure reducing mechanism 520 is connected to the low-pressure gas storage tank 430, and the supply channel 513 is connected to the low-pressure gas consumption unit 470.

[0043] Among them, the air supply mechanism 100 is the core of the air source transportation of the whole vehicle air supply system. The main air supply pipeline 110 included in it is used to stably transport the gas generated by the air source to each actuator of the system. It is the main channel for gas flow, providing a continuous and stable gas supply for the entire air supply system, ensuring the normal operation of each component of the system, and at the same time providing a stable air intake foundation for the drying mechanism 200 and high and low pressure actuators at the air outlet of the main air supply pipeline 110.

[0044] Specifically, the main air supply pipe 110 is equipped with an air pump 130, a main air intake valve 120 and a main exhaust valve 140. The main air intake valve 120 and the main exhaust valve 140 are respectively located on both sides of the air pump 130, and the main air intake valve 120 is located close to the air inlet of the main air supply pipe 110. Air pump 130 provides power to the entire vehicle air supply system, enabling gas compression and delivery, and ensuring stable air supply pressure. Main intake valve 120 and main exhaust valve 140 are respectively arranged on both sides of air pump 130. Main intake valve 120, located near the air inlet of main air supply pipe 110, controls the on / off state and flow rate of gas entering air pump 130, working with air pump 130 to achieve stable air intake. Main exhaust valve 140 controls the on / off state of gas output after compression by air pump 130. Together with air pump 130, they can precisely regulate the air intake, compression, and output process of gas in main air supply pipe 110, ensuring stable and controllable air supply, and improving the operational reliability and adjustment flexibility of the vehicle air supply system.

[0045] The drying unit 200 is used to dry the gas transported by the main gas supply pipeline 110, removing moisture and impurities from the gas to ensure gas cleanliness and prevent moisture from corroding gas circuit components and affecting the working stability of the actuator. The high-pressure transmission pipeline 220 is used to transport the gas output from the main gas supply pipeline 110 to the high-pressure dryer 210, providing a stable air intake channel for the high-pressure dryer 210. The high-pressure dryer 210 is the core component of gas drying, removing moisture from the gas through adsorption or filtration to ensure the gas is delivered to the high-pressure actuator 300 and the low-pressure actuator 300. The gas drying of the operating mechanism 400 meets the standards; the back-blowing pipe 230 is set in parallel with the high-pressure dryer 210 to regenerate the high-pressure dryer 210 during the system exhaust process, remove the moisture and impurities adsorbed by the high-pressure dryer 210, restore its drying performance, and extend the service life of the high-pressure dryer 210; the back-blowing control valve 231 is set on the back-blowing pipe 230 to control the opening and closing of the back-blowing pipe 230, and precisely adjust the timing and duration of back-blowing according to the system working status to ensure that the back-blowing regeneration process is carried out in an orderly manner, while avoiding the back-blowing gas from affecting the normal gas supply of the system.

[0046] Specifically, the return-blowing pipe 230 is also equipped with a mechanical valve 232. When the return-blowing control valve 231 is opened, the mechanical valve 232 opens under the action of the airflow in the return-blowing pipe 230 and connects the high-pressure dryer 210 and the high-pressure exhaust valve 241. When the return-blowing control valve 231 is opened, a corresponding airflow is generated in the return-blowing pipe 230. This airflow can drive the mechanical valve 232 to open synchronously, so that a smooth return-blowing passage is formed between the high-pressure dryer 210 and the high-pressure exhaust valve 241. Thus, the moisture and impurities adsorbed in the high-pressure dryer 210 are smoothly discharged during the system's return-blowing regeneration stage, ensuring the regeneration effect and continuous drying capacity of the high-pressure dryer 210. At the same time, automatic linkage opening is achieved through airflow drive, without the need for additional control signals. The structure is simple, the operation is reliable, and it can effectively improve the stability and response speed of the return-blowing process.

[0047] The high-pressure actuator 300 is used to meet the high-pressure air demand of the entire vehicle and adapt to the working requirements of high-pressure components such as the air spring 340. The diversion pipe 310 serves as a diversion channel for high-pressure gas, connecting the high-pressure transmission pipe 220, the high-pressure air tank 320, and the air spring 340. On the one hand, it diverts the high-pressure gas dried by the high-pressure dryer 210 to the high-pressure air tank 320 for storage; on the other hand, it delivers the high-pressure gas to the air spring 340, providing the high-pressure air source required for the air spring 340 to operate. The high-pressure air tank 320 stores high-pressure gas, playing a role in stabilizing and buffering, preventing air source pressure fluctuations from impacting the high-pressure actuator 300 such as the air spring 340. At the same time, when the air supply mechanism 100 is temporarily insufficient, it can quickly release the stored high-pressure gas to ensure the continuous and stable operation of the high-pressure actuator 300. The air spring 340, as the core actuator of the high-pressure actuator 300, receives high-pressure gas to achieve extension and retraction, meeting the functional requirements of vehicle shock absorption and attitude adjustment.

[0048] Furthermore, the high-pressure actuator 300 also includes multiple spring control valves 350, which are respectively disposed on the diversion pipes 310 corresponding to the multiple air springs 340. The main function of the multiple spring control valves 350 is to independently control the gas flow, intake, and exhaust within the diversion pipes 310 where the corresponding air spring 340 is located. They can individually adjust the internal air pressure and extension state of each air spring 340 according to the vehicle's operating requirements, thereby achieving independent control and precise adjustment of each air spring 340. This ensures the stability, balance, and comfort of the vehicle's suspension system, while also facilitating maintenance or adjustment of individual air springs 340, and improving the control accuracy and operational flexibility of the high-pressure actuator 300.

[0049] Specifically, the high-pressure actuator 300 includes a first pressure sensor 360, which is connected to the high-pressure gas storage tank 320. The low-pressure actuator 400 includes a second pressure sensor 431, which is connected to the low-pressure gas storage tank 430. The first pressure sensor 360 is used to detect the gas pressure inside the high-pressure gas storage tank 320 in real time and provide timely feedback on the pressure status of the high-pressure gas path, so that the system can accurately control the high-pressure gas supply, replenishment, and depressurization processes. The second pressure sensor 431 is connected to the low-pressure gas storage tank 430 and is used to monitor the pressure changes inside the low-pressure gas storage tank 430 in real time, accurately obtain the pressure conditions of the low-pressure gas path, and provide reliable data support for the system to achieve low-pressure gas supply stabilization, gas recovery, and safety protection. The two work together to ensure that the high and low pressure gas paths of the vehicle's gas supply system are within a controllable, visible, and safe operating range.

[0050] The low-pressure actuator 400 is used to meet the low-pressure gas demand of the entire vehicle, adapting to the working requirements of various low-pressure gas units 470, and simultaneously realizing the recovery and reuse of high-pressure gas. The low-pressure gas storage tank 430 stores low-pressure gas, receiving gas from the main gas supply pipeline 110 via the low-pressure transmission pipeline 410, and gas recovered from the exhaust end of the high-pressure actuator 300 via the return pipeline 230, thus serving a storage and pressure-stabilizing function to provide a stable low-pressure gas source for the low-pressure gas unit 470. The low-pressure gas unit 470, as a low-pressure gas consuming component, receives the stabilized low-pressure gas to ensure the normal operation of various low-pressure functions of the vehicle. The vehicle pressure reducing valve 500, as the core pressure regulating component of the low-pressure actuator 400, has its primary pressure reducing mechanism 520's inlet end connected to the low-pressure gas storage tank 430, receiving gas from the low-pressure storage tank 430 and performing preliminary pressure reduction. The gas is depressurized and then transported to the secondary depressurization mechanism 530 through the transmission channel 511 for a second precise depressurization. Finally, the low-pressure gas with stable pressure is transported to the low-pressure gas consumption unit 470 through the supply channel 513. At the same time, the gas has its own pressure relief structure to realize overpressure relief protection and prevent the low-pressure gas consumption unit 470 from being damaged due to abnormal pressure. The low-pressure transmission pipeline 410 is used to divert the gas output from the main gas supply pipeline 110 to the low-pressure gas storage tank 430, providing a stable air intake channel for the low-pressure gas storage tank 430. The outlet end of the return pipeline 230 is set with two paths. One path is connected to the atmosphere through the high-pressure exhaust valve 241 to discharge excess return gas or exhaust gas discharged by the high-pressure actuator 300 in a timely manner to avoid excessive pressure in the system. The other path is connected to the air intake end of the low-pressure gas storage tank 430 to realize the recycling and reuse of high-pressure exhaust gas, reduce gas waste, reduce the workload of the gas supply mechanism 100, and improve system energy efficiency.

[0051] Furthermore, the low-pressure actuator 400 also includes a low-pressure application valve 440 and a safety valve 450. The low-pressure application valve 440 is located at the outlet of the low-pressure gas tank 430. One end of the safety valve 450 is connected to the outlet of the vehicle pressure reducing valve 500, and the other end is connected to the low-pressure exhaust valve 480 of the low-pressure actuator 400. The low-pressure application valve 440 is used to control the on / off state and flow rate of the gas output from the low-pressure gas tank 430, ensuring a stable gas supply to the vehicle pressure reducing valve 500. One end of the safety valve 450 is connected to the outlet of the vehicle pressure reducing valve 500, and the other end is connected to the low-pressure exhaust valve 480 of the low-pressure actuator 400. It can open in time to release pressure when the pressure at the outlet of the vehicle pressure reducing valve 500 exceeds the safe range, and discharge excess gas through the low-pressure exhaust valve 480, effectively protecting the subsequent low-pressure gas consumption unit 470 from damage by excessive pressure, and improving the safety and operational stability of the low-pressure gas supply circuit.

[0052] In this embodiment, a low-pressure dryer 460 is also provided on the low-pressure transmission pipeline 410, and the low-pressure dryer 460 is located upstream of the low-pressure gas storage tank 430. The low-pressure dryer 460 is used to further dry the gas before it enters the low-pressure gas storage tank 430, effectively removing moisture and impurities from the gas, preventing humid gas or impurities from entering the low-pressure gas storage tank 430, the vehicle pressure reducing valve 500, and the low-pressure gas consumption unit 470, thereby preventing pipeline corrosion, component blockage or failure, ensuring that the gas inside the low-pressure gas circuit is dry and clean, improving the working stability, reliability and service life of the low-pressure actuator 400, and forming a high- and low-pressure dual-path drying guarantee with the high-pressure dryer 210, making the overall gas circuit of the vehicle gas supply system cleaner and safer.

[0053] Furthermore, the low-pressure air supply unit 470 includes at least one of a tire inflation assembly, a lidar cleaning assembly, a seat massage assembly, an oxygen generator, and a trunk drive assembly, and the present invention does not impose specific limitations on this.

[0054] In this embodiment, the vehicle air supply system further includes a control mechanism. The air supply mechanism 100, the drying mechanism 200, the high-pressure actuator 300, and the low-pressure actuator 400 are respectively connected to the control mechanism. In actual production and processing, operators can use the control mechanism to adjust the above structure in real time, thereby improving the flexibility of the equipment. Parameters can also be preset through the control mechanism, thereby improving the automation level of the equipment.

[0055] Based on the above structural design, the vehicle air supply system in this embodiment performs the following processes: high-pressure air inflation, high-pressure gas application, high-pressure drying and recirculation, high-pressure recirculation gas reuse, low-pressure drying and air inflation, and low-pressure gas application. The high-pressure inflation process includes: gas collection through the main air supply pipe 110, the collected gas entering the high-pressure dryer 210, and then the dried gas being passed into the high-pressure storage tank 320 to complete the high-pressure inflation process of the vehicle. Specifically: the air pump 130 on the main air supply pipe 110 is activated to collect external gas through the air inlet of the main air supply pipe 110. The main intake valve 120 is opened and the main exhaust valve 140 is activated, allowing the collected gas to flow through the main air supply pipe 110 into the high-pressure transmission pipe 220 connected to the outlet of the main air supply pipe 110. The gas then enters the high-pressure dryer 210 installed on the high-pressure transmission pipe 220 for drying to remove moisture and impurities. The gas is then transported through the high-pressure transmission pipe 220 to the distribution pipe 310, and finally the dried and clean high-pressure gas is passed into the high-pressure storage tank 320 for storage, thus completing the high-pressure inflation process of the vehicle.

[0056] The high-pressure gas application process includes: supplying high-pressure gas stored in the high-pressure gas tank 320 to multiple air springs 340 in the high-pressure actuator 300 to raise the vehicle body, thus completing the high-pressure gas application process for the vehicle. Specifically: firstly, the first pressure sensor 360 confirms whether the gas pressure in the high-pressure gas tank 320 meets the inflation requirements of the air springs 340; after the pressure is confirmed to be qualified, the high-pressure tank control valve 330 on the diversion pipe 310 connected to the high-pressure gas tank 320 in the high-pressure actuator 300 is opened, while the return control valve 231, mechanical valve 232 on the return pipe 230, and high-pressure exhaust valve 241 on the high-pressure exhaust pipe 240 are closed to prevent high-pressure gas from leaking into the return branch or being directly discharged into the atmosphere; the dry high-pressure gas stored in the high-pressure gas tank 320 enters multiple parallel diversion pipes 310 of the high-pressure actuator 300 through the high-pressure tank control valve 330. At this time, according to the vehicle's lifting requirements, the control mechanism... Multiple spring control valves 350 are opened, and high-pressure gas in each branch pipe 310 is injected into the corresponding air spring 340 through the corresponding spring control valve 350. During inflation, the first pressure sensor 360 continuously monitors the pressure in the high-pressure gas tank 320 in real time and feeds it back to the control mechanism to adjust the gas supply flow. At the same time, the inflation status of each air spring 340 is synchronously fed back to the control mechanism to ensure the vehicle body is raised smoothly. When the vehicle body is raised to the preset height, the control mechanism issues a stop gas supply command, closes the high-pressure tank control valve 330 and all open spring control valves 350, cuts off the high-pressure gas supply, and the air springs 340 maintain their current inflation status to support the vehicle body and maintain the preset height, completing the high-pressure gas application process of the vehicle. Throughout the process, the air pump 130, main intake valve 120, and main exhaust valve 140 on the main gas supply pipe 110 are always closed or in a one-way locked state to prevent high-pressure gas from flowing back to the pump body or intake end, ensuring gas circuit safety and system stability.

[0057] The high-pressure drying re-blowing process includes: opening the re-blowing control valve 231 to introduce gas from the high-pressure actuator 300 into the re-blowing pipe 230, which then enters the high-pressure dryer 210. After a preset time, the high-pressure drying re-blowing process is completed. Specifically, when the dryer needs to be regenerated and re-blown, the control mechanism opens the re-blowing control valve 231 on the re-blowing pipe 230, allowing the high-pressure gas discharged from the air spring 340 in the high-pressure actuator 300 to enter the re-blowing pipe 230. Under the action of the airflow, the mechanical valve 232 is opened, allowing the high-pressure gas to flow back into the high-pressure dryer 210, reversing the desiccant inside the high-pressure dryer 210 and carrying away the adsorbed moisture. After the preset time for purging is completed, the control mechanism closes the re-blowing control valve 231 and the mechanical valve 232, restoring the high-pressure dryer 210's drying capacity and completing the high-pressure drying re-blowing process.

[0058] The high-pressure backflushing gas reuse process includes: inputting at least a portion of the gas that has undergone high-pressure drying and backflushing into a low-pressure gas storage tank 430 on a low-pressure transmission pipeline 410 as backup driving gas for a low-pressure actuator 400; and discharging the remaining gas through a high-pressure exhaust valve 241 to complete the high-pressure backflushing gas reuse process. Specifically, after completing the high-pressure drying and backflushing, at least a portion of the gas backflushed by the high-pressure dryer 210 is introduced into the low-pressure transmission pipeline 410 and stored in a low-pressure gas storage tank 430 on the low-pressure transmission pipeline 410 as backup driving gas for a low-pressure actuator 400, thus realizing the recovery and reuse of the high-pressure backflushing gas; when the pressure inside the low-pressure gas storage tank 430 reaches a set value as detected by the second pressure sensor 431, the remaining unrecovered high-pressure backflushing gas is discharged to the atmosphere through the high-pressure exhaust valve 241, thereby completing the high-pressure backflushing gas reuse process.

[0059] The low-pressure drying and aeration process includes: gas collection through the main gas supply pipeline 110, followed by the collection of gas through the low-pressure transmission pipeline 410 into the low-pressure dryer 460, and then the dried low-pressure gas into the low-pressure storage tank 430 to complete the low-pressure aeration process. Specifically, the control mechanism activates the air pump 130, main intake valve 120, and main exhaust valve 140 in the gas supply mechanism 100 to compress and supply gas in the main gas supply pipeline 110; external gas enters the main gas supply pipeline 110 through the air inlet, silencer filter, and intake check valve, and after being dried by the low-pressure dryer 460, it is filled into the low-pressure storage tank 430. The pressure inside the tank is monitored in real time by the second pressure sensor 431. Once the set pressure is reached, the pumping stops and the corresponding valves are closed to complete the low-pressure drying and aeration process.

[0060] Furthermore, in the non-operating state, the low-pressure dryer 460 can supply air to the external environment through the low-pressure exhaust valve 480 to discharge moisture from the low-pressure dryer 460. This allows the low-pressure dryer 460 to exhaust air to the external environment through this passage, using the airflow to promptly discharge the moisture adsorbed and accumulated inside, achieving autonomous drainage and regeneration of the low-pressure dryer 460. This avoids long-term moisture retention that could cause pipe corrosion, component blockage, or reduced drying efficiency, thereby ensuring the continuous and stable drying capacity of the low-pressure dryer 460 and improving the cleanliness of the low-pressure air path and the operational reliability of the entire low-pressure actuator 400.

[0061] The low-pressure gas application process includes: supplying the low-pressure gas stored in the low-pressure gas tank 430 to the low-pressure actuator 400 after its pressure is reduced by the vehicle pressure reducing valve 500, thereby completing the low-pressure gas application process. Specifically, the low-pressure application valve 440 at the outlet of the low-pressure gas tank 430 is opened, while the low-pressure exhaust valve 480 is closed to prevent low-pressure gas leakage; the dry low-pressure gas stored in the low-pressure gas tank 430 flows to the vehicle pressure reducing valve 500 along the low-pressure transmission pipeline 410, and the vehicle pressure reducing valve 500 precisely adjusts the gas pressure output from the low-pressure gas tank 430 to the rated working pressure required by the low-pressure gas application unit 470, ensuring stable operation of the low-pressure gas application unit 470 and meeting the vehicle's low-pressure gas application needs. Throughout the gas supply process, the safety valve 450 remains in standby mode. One end is connected to the outlet of the vehicle pressure reducing valve 500, and the other end is connected to the low-pressure exhaust valve 480. If the vehicle pressure reducing valve 500 malfunctions and causes abnormal overpressure at the outlet, the safety valve 450 will automatically open to guide the excess high-pressure gas to the low-pressure exhaust valve 480 for discharge, thereby achieving overpressure protection for the low-pressure system and preventing damage to the low-pressure gas unit 470 and pipelines.

[0062] In summary, the vehicle air supply system provided by this invention, through the structural arrangement of the high-pressure dryer 210 and the back-blowing pipe 230, can effectively regenerate the high-pressure dryer 210 during the exhaust process, ensuring the drying effect and cleanliness of the air path. At the same time, the gas discharged from the high-pressure actuator 300 is recovered and reused and introduced into the low-pressure air tank 430, realizing the energy recovery and reuse of high-pressure gas, effectively reducing system energy consumption and the workload of the air supply mechanism 100. Combined with the aforementioned vehicle pressure reducing valve 500, stable and wide-range pressure regulation and reliable overpressure relief protection can be achieved between the low-pressure air tank 430 and the low-pressure air consumption unit 470. This allows the vehicle air supply system to simultaneously meet the differentiated air consumption needs of the high-pressure air spring 340 and the low-pressure air consumption unit 470. The high and low pressure air paths have clear division of labor and work together, with high overall integration, good drying effect, lower energy consumption, and more stable and safe operation, greatly improving the applicability and service life of the vehicle air supply system.

[0063] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A vehicle pressure reducing valve, characterized in that, include: The main body is provided with a vent, an inlet and an outlet. The main body is provided with a transmission channel for connecting the primary pressure reducing mechanism and the secondary pressure reducing mechanism. The outlet is connected to the supply channel. A primary pressure reducing mechanism, wherein its air inlet end is connected to the air inlet end, and its air outlet end is connected to the transmission channel; A two-stage pressure reducing mechanism includes a two-stage high-pressure chamber, a two-stage low-pressure chamber, and a two-stage valve core. The two-stage high-pressure chamber is connected to the transmission channel, and the two-stage low-pressure chamber is connected to the supply channel. The secondary valve core is disposed between the secondary high-pressure chamber and the secondary low-pressure chamber and is used to adjust the flow area between the secondary high-pressure chamber and the secondary low-pressure chamber. The secondary valve core is provided with a throttling channel for allowing gas to flow from the secondary high-pressure chamber to the secondary low-pressure chamber. The inner wall of the secondary high-pressure chamber is provided with a pressure relief groove that communicates with the vent. The secondary valve core covers the pressure relief groove within a predetermined pressure range to disconnect the pressure relief groove from the secondary low-pressure chamber. When the pressure in the secondary low-pressure chamber exceeds the set pressure, it moves under pressure to a position that connects the secondary low-pressure chamber with the pressure relief groove, so as to release pressure through the vent.

2. The vehicle pressure reducing valve according to claim 1, characterized in that: The primary pressure reduction mechanism includes: The first-stage lower valve body includes a connecting member and a first-stage return spring disposed in the first-stage high-pressure chamber. The gas to be depressurized is input into the first-stage lower valve body through the connecting member. The first-stage upper valve seat has a first-stage low-pressure chamber that communicates with the transmission flow channel and a first-stage pressure regulating spring disposed in the first-stage low-pressure chamber. The first-stage valve core has its two ends in contact with the first-stage return spring and the first-stage pressure regulating spring, respectively.

3. The vehicle pressure reducing valve according to claim 2, characterized in that: The secondary pressure reducing mechanism further includes a secondary upper valve seat and a secondary lower valve body. The secondary upper valve seat includes a secondary pressure regulating spring disposed in the secondary low-pressure chamber, which is connected to the supply channel. The secondary lower valve body includes a secondary return spring disposed in the secondary high-pressure chamber, which is connected to the transmission channel to receive the depressurized gas output by the primary pressure reducing mechanism. The inner wall of the secondary high-pressure chamber is provided with a pressure relief groove, which is connected to the vent. The two ends of the secondary valve core respectively contact the secondary return spring and the secondary pressure regulating spring. The secondary low-pressure chamber is connected to the secondary high-pressure chamber through the secondary valve core. The secondary valve core can be pressurized... Under the action of force, it moves to a position corresponding to the pressure relief groove, so that the secondary low-pressure chamber is connected to the vent to relieve pressure; both the primary upper valve seat and the secondary upper valve seat include a transmission assembly, which is disposed in the primary low-pressure chamber or the secondary low-pressure chamber. The transmission assembly includes a diaphragm and a diaphragm pressure plate. One side of the diaphragm pressure plate in the primary upper valve seat is connected to the primary pressure regulating spring, and the other side is connected to the diaphragm. The diaphragm can abut against the inner wall of the primary low-pressure chamber. One side of the diaphragm pressure plate in the secondary upper valve seat is connected to the secondary pressure regulating spring, and the other side is connected to the diaphragm. The diaphragm can abut against the inner wall of the secondary low-pressure chamber.

4. The vehicle pressure reducing valve according to claim 3, characterized in that: The first-stage lower valve body also includes a first-stage limiting member, which is fixed inside the first-stage high-pressure chamber and can abut against the end of the first-stage return spring away from the first-stage valve core; the second-stage lower valve body also includes a second-stage limiting member, which is fixed inside the second-stage high-pressure chamber and can abut against the end of the second-stage return spring away from the second-stage valve core.

5. The automotive pressure reducing valve according to claim 3, characterized in that: The vehicle pressure reducing valve includes an initial state, a venting and pressurizing state, a balanced and stable state, and a pressure adjustment state. In the initial state, the secondary pressure regulating spring is in a pre-compressed state, and the secondary valve core is located in the initial position under the action of the secondary pressure regulating spring, covering the pressure relief groove so that the pressure relief groove is in a closed state; In the ventilated and pressurized state, the gas is depressurized by the first-stage pressure reducing mechanism and enters the second-stage high-pressure chamber. It then flows into the second-stage low-pressure chamber through the throttling channel of the second-stage valve core. The gas pressure in the second-stage low-pressure chamber pushes the second-stage valve core to move toward the pressure relief groove, while the pressure relief groove remains closed. In the balanced and stable state, the air pressure inside the secondary low-pressure chamber is balanced with the elastic force of the secondary pressure regulating spring, the secondary valve core remains in a stable position and its throttling channel opening is constant, the airflow between the secondary high-pressure chamber and the secondary low-pressure chamber is stable, and the pressure relief groove remains closed. In the pressure adjustment state, when the pressure in the secondary low-pressure chamber exceeds the set pressure, the gas inside pushes the secondary valve core to move until the secondary valve core no longer covers the pressure relief groove. The pressure relief groove is connected to the secondary low-pressure chamber and the vent, realizing overpressure relief. When the pressure returns to the safe range, the secondary valve core resets under the action of the secondary pressure regulating spring and the secondary reset spring, and covers the pressure relief groove again, so that the pressure relief groove returns to the closed state.

6. A vehicle air supply system, characterized in that: include: Gas supply system, including the main gas supply pipeline; The drying mechanism includes a high-pressure transmission pipeline connected to the outlet of the main gas supply pipeline, a high-pressure dryer installed on the high-pressure transmission pipeline, and a back-blowing pipeline for regenerating the high-pressure dryer. The back-blowing pipeline is equipped with a back-blowing control valve for controlling the opening and closing of the back-blowing pipeline. A high-pressure actuator includes a diversion pipe and a high-pressure gas storage tank, wherein the diversion pipe connects the high-pressure transmission pipe and the high-pressure gas storage tank and the high-pressure gas consumption unit; A low-pressure actuator includes a low-pressure gas storage tank, a low-pressure gas consumption unit, and a vehicle pressure reducing valve as described in any one of claims 1 to 5, wherein the low-pressure gas storage tank is connected to the outlet end of the main gas supply pipeline through a low-pressure transmission pipeline. The air inlet of the backflush pipe is connected to the exhaust end of the high-pressure actuator. The air outlet of the backflush pipe includes a first branch and a second branch. The first branch is connected to the atmosphere via a high-pressure exhaust valve, and the second branch is connected to the air inlet of the low-pressure gas storage tank, so as to input at least part of the backflush gas into the low-pressure gas storage tank.

7. The vehicle air supply system according to claim 6, characterized in that: The low-pressure transmission pipeline is also equipped with a low-pressure dryer, which is located upstream of the low-pressure gas storage tank.

8. The vehicle air supply system according to claim 6, characterized in that: An air pump, a main air intake valve, and a main air exhaust valve are provided on the main air supply pipeline. The main air intake valve and the main air exhaust valve are respectively located on both sides of the air pump, and the main air intake valve is located close to the air inlet of the main air supply pipeline. The return-blowing pipe is also equipped with a mechanical valve. When the return-blowing control valve is opened, the mechanical valve is opened under the action of the airflow in the return-blowing pipe and connects to the high-pressure dryer and the high-pressure exhaust valve. The high-pressure actuator also includes multiple spring control valves, which are respectively disposed on the diversion pipes corresponding to the multiple air springs; The low-pressure actuator also includes a low-pressure application valve and a safety valve. The low-pressure application valve is located at the outlet of the low-pressure gas tank. One end of the safety valve is connected to the outlet of the vehicle pressure reducing valve, and the other end is connected to the low-pressure exhaust valve of the low-pressure actuator. The high-pressure actuator includes a first pressure sensor, which is connected to the high-pressure gas storage tank; the low-pressure actuator includes a second pressure sensor, which is connected to the low-pressure gas storage tank. The low-pressure air supply unit includes at least one of the following: a tire inflation assembly, a lidar cleaning assembly, a seat massage assembly, an oxygen generator, and a trunk drive assembly. The vehicle air supply system also includes a control mechanism, and the air supply mechanism, the drying mechanism, the high-pressure actuator, and the low-pressure actuator are respectively connected to the control mechanism.

9. The vehicle air supply system according to claim 8, characterized in that: The vehicle air supply system includes the high-pressure inflation process, the high-pressure gas application process, the high-pressure drying and re-blowing process, the high-pressure re-blowing gas reuse process, the low-pressure drying and inflation process, and the low-pressure gas application process.

10. The vehicle air supply system according to claim 9, characterized in that: The high-pressure inflation process includes: collecting gas through the main gas supply pipeline, allowing the collected gas to enter the high-pressure dryer, and then passing the dried gas into the high-pressure storage tank to complete the high-pressure inflation process of the vehicle. The high-pressure gas application process includes: supplying the high-pressure gas stored in the high-pressure gas tank to multiple air springs in the high-pressure actuator to raise the vehicle body and complete the high-pressure gas application process of the vehicle. The high-pressure drying back-blowing process includes: opening the back-blowing control valve, introducing the gas in the high-pressure actuator into the back-blowing pipe, so that the gas enters the high-pressure dryer through the back-blowing pipe, and completing the high-pressure drying back-blowing process after a preset time; The high-pressure backflush gas reuse process includes: inputting at least a portion of the gas that has undergone high-pressure drying and backflush into a low-pressure gas storage tank on a low-pressure transmission pipeline as a backup driving gas for the low-pressure actuator; and discharging the remaining gas that has undergone high-pressure drying and backflush through a high-pressure exhaust valve to complete the high-pressure backflush gas reuse process. The low-pressure drying and air-pressurizing process includes: collecting gas through the main gas supply pipeline, allowing the collected gas to enter the low-pressure dryer through the low-pressure transmission pipeline, and then inputting the dried low-pressure gas into the low-pressure storage tank to complete the low-pressure air-pressurizing process. In the non-working state, the low-pressure dryer can supply gas to the external environment through the low-pressure exhaust valve to remove the moisture in the low-pressure dryer. The low-pressure gas application process includes: supplying the low-pressure gas stored in the low-pressure gas tank to the low-pressure actuator after depressurization through the vehicle pressure reducing valve, thereby completing the low-pressure gas application process.

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