Pneumatic valve arrangement, pneumatic brake system and commercial vehicle

Abstract

This application provides a pneumatic valve device, a pneumatic braking system, and a commercial vehicle. The pneumatic valve device includes: a first air pressure port for receiving air source pressure; a second air pressure port for transmitting trailer braking pressure; a third air pressure port for outputting trailer braking control air pressure; a relay valve, the inlet of which is connected to both the first and second air pressure ports, and the outlet of which is connected to the third air pressure port; and a shut-off valve, the inlet of which is connected to the first air pressure port, and the outlet of which is connected to both the inlet of the relay valve and the second air pressure port. When the pneumatic valve device is in parking brake mode, the inlet and outlet of the shut-off valve can be shut off to block the gas output from the first air pressure port, and the second air pressure port can be connected to the third air pressure port via the working chamber of the relay valve. This application utilizes a shut-off valve to improve the safety of the vehicle in parking brake mode, prevent air source pressure leakage, and avoid wasting vehicle braking energy.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of commercial vehicles, in particular to a pneumatic valve device, a pneumatic braking system and a commercial vehicle. BACKGROUND

[0002] In a pneumatic braking system of a commercial vehicle, a trailer control valve is a key component connecting a tractor (or called host vehicle) and a trailer braking system. Typically, a first air pressure port of the trailer control valve is connected with an air reservoir of the host vehicle for receiving air source pressure from the host vehicle, a second air pressure port is connected with an air reservoir of the trailer for providing air source for the trailer braking system, and a third air pressure port is connected with a control end of a trailer braking assembly for outputting trailer braking control air pressure to control the trailer braking. When implementing a parking brake, a relay module in the trailer control valve is operated so that compressed air from the air reservoir of the host vehicle is output via the relay module and internal air path of the trailer control valve to implement parking brake of the trailer.

[0003] In the above layout, when the vehicle is in a parking brake state and a connecting pipeline between the host vehicle and the trailer braking system leaks, compressed air in the air reservoir of the host vehicle will continuously discharge through the leakage point until it is exhausted, causing waste of braking energy.

[0004] It should be noted that the information disclosed in the above background section is only used to strengthen the understanding of the background of the present application, and therefore can include information that does not constitute prior art known to those of ordinary skill in the art. SUMMARY

[0005] The present application provides a pneumatic valve device, a pneumatic braking system and a commercial vehicle, which can improve the safety of the vehicle in a parking brake state, prevent air source pressure leakage, and avoid waste of vehicle braking energy.

[0006] According to an aspect of the present application, a pneumatic valve device is provided, comprising: a first air pressure port for receiving air source pressure; a second air pressure port for transmitting trailer braking pressure; a third air pressure port for outputting trailer braking control air pressure; a relay valve, an air inlet valve port of a working chamber of the relay valve being connected with the first air pressure port and the second air pressure port respectively, and an air outlet valve port of the working chamber of the relay valve being connected with the third air pressure port; a shut-off valve, an air inlet port of the shut-off valve being connected with the first air pressure port, and an air outlet port of the shut-off valve being connected with the air inlet valve port of the relay valve and the second air pressure port respectively; wherein the pneumatic valve device can work in a parking brake state, when the pneumatic valve device works in the parking brake state, the air inlet port and the air outlet port of the shut-off valve can be shut off to block the gas output of the first air pressure port, and the second air pressure port can be connected with the third air pressure port via the working chamber of the relay valve.

[0007] In some embodiments, the shut-off valve further has an exhaust port, which is connected to the exhaust port of the pneumatic valve device; wherein, when the inlet and outlet of the shut-off valve are connected, the exhaust port is shut off, and when the inlet and outlet of the shut-off valve are shut off, the outlet and exhaust port of the shut-off valve can be connected to allow the second air pressure port to connect to the exhaust port.

[0008] In some embodiments, the shut-off valve is a two-position two-way valve or a two-position three-way valve.

[0009] In some embodiments, the pneumatic valve device further includes: a first control port connected to the control terminal of the shut-off valve and used to receive a parking brake signal, the shut-off valve being configured to shut off its inlet and outlet in response to the first control port stopping the output of parking brake air pressure, and to open its inlet and outlet in response to the first control port outputting parking brake air pressure.

[0010] In some embodiments, the shut-off valve is provided with a first valve core and a first elastic element; when the pneumatic valve device is operating in the parking brake state, the first control port stops outputting parking brake air pressure, and the first valve core can shut off the air inlet and outlet of the shut-off valve under the action of the first elastic element; when the first control port outputs parking brake air pressure, the first valve core can open the air inlet and outlet of the shut-off valve under the action of the air pressure of the first control port.

[0011] In some embodiments, the first control port is also connected to the control terminal of the relay valve, and the pneumatic valve device further includes: a second control port for receiving a service brake signal and connected to the control terminal of the relay valve via at least one control valve; an intake valve, one end of the valve chamber of the intake valve being connected to the control terminal of the relay valve and the other end being connected to the outlet of the shut-off valve; wherein the relay valve is configured to: open its intake valve port and its outlet valve port in response to its control terminal receiving service brake air pressure from the second control port and / or air source pressure from the first air pressure port, or open its intake valve port and its outlet valve port in response to its control terminal not receiving parking brake air pressure from the first control port.

[0012] In some embodiments, the pneumatic valve device can operate in any one of the following states: driving state, driving braking state, and parking braking state. When the pneumatic valve device operates in the driving state, the parking brake air pressure at the first control port can act on the control terminal of the relay valve and the control terminal of the shut-off valve, and the first air pressure port can be connected to the second air pressure port through the valve chamber of the shut-off valve. When the pneumatic valve device operates in the driving braking state, the parking brake air pressure at the first control port can act on the control terminal of the shut-off valve, and the driving brake air pressure at the second control port can act on the relay valve through the valve chamber of the at least one control valve. The air pressure from the control terminal and / or the first air pressure port can act on the control terminal of the relay valve through the valve chambers of the shut-off valve and the intake valve. The first air pressure port can be connected to the third air pressure port through the valve chamber of the shut-off valve and the working chamber of the relay valve, and the first air pressure port can be connected to the second air pressure port through the valve chamber of the shut-off valve. When the pneumatic valve device is operating in the parking brake state, the second control port stops outputting parking brake air pressure. The second air pressure port can be connected to the third air pressure port through the working chamber of the relay valve, and / or the second air pressure port can be connected to the exhaust port of the pneumatic valve device through the valve chamber of the shut-off valve.

[0013] In some embodiments, the relay valve is provided with a piston and a third elastic element, and the exhaust port of the working chamber of the relay valve is connected to the exhaust port of the pneumatic valve device; wherein, the piston can, under the pressure of the control end of the relay valve and the biasing force of the third elastic element, either connect the inlet port and the outlet port of the relay valve or connect the outlet port and the exhaust port of the relay valve.

[0014] In some embodiments, the at least one control valve includes an exhaust valve and a backup pressure valve. The second control port is connected to the control terminal of the relay valve in sequence via the air inlet and outlet of the backup pressure valve and the valve chamber of the exhaust valve. The exhaust port of the backup pressure valve is connected to the exhaust port of the pneumatic valve device. The air outlet of the backup pressure valve can selectively connect to the air inlet or the exhaust port of the backup pressure valve.

[0015] In some embodiments, the intake valve, the exhaust valve, and the backup pressure valve are all electrically controlled valves; wherein, the intake valve is energized and closed when de-energized, the exhaust valve is de-energized and closed when energized, and the backup pressure valve has its intake port connected to its outlet port when de-energized and its outlet port connected to its exhaust port when energized.

[0016] In some embodiments, the pneumatic valve device further includes: a throttle valve, the valve chamber of which is connected in series in a pipeline from the outlet of the shut-off valve to the inlet of the relay valve and the second pressure port; the control end of the throttle valve is connected to the first pressure port via the inlet valve and the shut-off valve, and to the second control port via the at least one control valve; wherein the throttle valve is configured to change the flow cross-sectional area of ​​its valve chamber according to the pressure change at its control end and / or the pressure change in its valve chamber.

[0017] In some embodiments, the throttle valve is provided with a second valve core and a second elastic element. The second valve core can change the flow cross-sectional area of ​​the valve cavity of the throttle valve in response to the change in the difference between the forces acting on both sides. The force acting on one side is the resultant force of the air pressure in the valve cavity of the throttle valve and the biasing force of the second elastic element, and the force acting on the other side is the air pressure at the control end of the throttle valve.

[0018] In some embodiments, the pneumatic valve device further includes at least one of the following components: a pressure sensor connected to the outlet valve port of the relay valve; a first filter connected in series between the first pressure port and the shut-off valve; and a second filter connected in series in the input pipeline of the control end of the relay valve.

[0019] According to another aspect of this application, a pneumatic braking system is provided for use in a commercial vehicle having a tractor and a trailer, the pneumatic braking system being configured with a pneumatic valve device as described in any of the above embodiments.

[0020] According to another aspect of this application, a commercial vehicle is provided, the commercial vehicle having a tractor and a trailer, the commercial vehicle being equipped with a pneumatic braking system as described in the above embodiments.

[0021] The advantages of this application compared to the prior art may include: By installing a shut-off valve in the pipeline between the first air pressure port and the inlet valve of the relay valve and the second air pressure port, the air source pressure is physically separated from the trailer's power supply and control air circuit. The inlet and outlet of the shut-off valve are controlled to be in a shut-off state under parking brake conditions, blocking the gas output from the first air pressure port to the second air pressure port and the relay valve. Under parking brake conditions, the relay valve maintains its basic function, connecting the inlet and outlet valves of its working chamber. This allows the second air pressure port to be connected to the third air pressure port via the working chamber of the relay valve, even though the air source pressure from the first air pressure port is blocked by the shut-off valve, thus maintaining the ability to output braking control air pressure to the trailer's braking system.

[0022] This application effectively solves the safety hazards of traditional trailer control valves during parking brake operation by using a shut-off valve. When the vehicle is in parking brake mode, if leaks occur at the second or third air pressure ports, the air pressure is blocked upstream of the shut-off valve because the gas output from the first air pressure port is blocked by the shut-off valve, preventing it from escaping through the leak. Thus, even if the downstream pipeline completely leaks, the air pressure from the main vehicle can be maintained, preventing the waste of braking energy and ensuring that the vehicle's braking capacity is not affected. The shut-off valve added in this application makes essentially no change to the original pipeline layout of the pneumatic valve device, does not add any additional complex operations, and can significantly improve the safety of the vehicle in the parking state, ensuring the effective preservation of braking energy.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0025] Figure 1 This invention provides a schematic diagram of the pneumatic circuit of a pneumatic valve device according to an embodiment of the present application. Figure 2 Show Figure 1 The diagram shows the airflow direction of the pneumatic valve device under parking brake conditions. Figure 3 This invention provides a schematic diagram of the pneumatic circuit of another pneumatic valve device according to an embodiment of the present application. Figure 4 Show Figure 3 The diagram shows the airflow direction of the pneumatic valve device under parking brake conditions. Figure 5 Show Figure 3 The diagram shows the airflow direction of the pneumatic valve device under service braking conditions. Figure 6 Show Figure 3 The diagram shows the airflow direction of the pneumatic valve device in the driving state. Detailed Implementation

[0026] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to those described herein. Rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0027] The accompanying drawings are merely illustrative of this application and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore, repeated descriptions of them will be omitted.

[0028] The use of terms such as "first," "second," and similar words in the specific description does not indicate any order, quantity, or importance, but is merely used to distinguish different components. Furthermore, in the description of this application, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can refer to the internal connection of two elements.

[0029] It should be noted that, unless otherwise specified, the embodiments of this application and the features in different embodiments can be combined with each other. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0030] Figure 1 The diagram illustrates the pneumatic circuit of a pneumatic valve device. Figure 2 Indicate Figure 1 The airflow direction of the pneumatic valve device shown is in the parking brake state. Figure 3 This illustrates the pneumatic circuit of yet another type of pneumatic valve device. Figure 4 Indicate Figure 3 The airflow direction of the pneumatic valve device shown in the parking brake state, combined with Figure 1 to Figure 4 As shown, the pneumatic valve device for controlling the trailer braking system provided in this application embodiment may include: The first air pressure port P11 is used to receive air source pressure; The second air pressure port P21 is used to transmit trailer brake pressure; The third air pressure port P22 is used to output the trailer brake control air pressure; The relay valve 500 has its working chamber's air inlet valve connected to (refer to node N1) the first air pressure port P11 and the second air pressure port P21 respectively, and its working chamber's air outlet valve connected to the third air pressure port P22. The shut-off valve 600 has its inlet connected to the first pressure port P11, and its outlet connected (refer to node N2) to the inlet of the relay valve 500 and the second pressure port P21 respectively. The pneumatic valve device can operate in the parking brake state. When the pneumatic valve device operates in the parking brake state, the air inlet and outlet of the shut-off valve 600 can be shut off to block the gas output of the first air pressure port P11, and the second air pressure port P21 can be connected to the third air pressure port P22 through the working chamber of the relay valve 500.

[0031] The first air pressure port P11 can be connected to the main vehicle's air reservoir or other components that store air pressure. The second air pressure port P21 can be connected to the trailer's air reservoir or other trailer energy storage devices via a power supply line (e.g., the red spiral line) to store trailer braking pressure, provide air supply for the trailer braking system, and output trailer braking control air pressure when necessary. The third air pressure port P22 can be connected to the control end of the trailer braking assembly via a control line (e.g., the yellow spiral line) to output trailer braking control air pressure to control the trailer brakes.

[0032] By installing a shut-off valve 600 in the pipeline between the first air pressure port P11 and the inlet valve of the relay valve 500 and the second air pressure port P21, the air source pressure is physically separated from the trailer's power supply and control air circuit. The inlet and outlet of the shut-off valve 600 are controlled to be in a shut-off state under parking brake conditions, blocking the gas output from the first air pressure port P11 to the second air pressure port P21 and the relay valve 500. Under parking brake conditions, the relay valve 500 maintains its basic function, connecting the inlet and outlet valves of its working chamber. This ensures that although the air source pressure from the first air pressure port P11 is blocked by the shut-off valve 600, the second air pressure port P21 can still be connected to the third air pressure port P22 via the working chamber of the relay valve 500, maintaining the ability to output braking control air pressure to the trailer's braking system.

[0033] This application effectively solves the safety hazards of traditional trailer control valves during parking brake operation by using a shut-off valve 600. When the vehicle is in parking brake mode, if leaks occur at the second air pressure port P21, the third air pressure port P22, or other related interfaces, the gas output from the first air pressure port P11 is blocked by the shut-off valve 600. The air pressure is locked upstream of the shut-off valve 600 and cannot be discharged through the leak point. Thus, even if the downstream pipeline completely leaks, the air pressure from the main vehicle can be maintained, preventing the waste of vehicle braking energy and ensuring that the vehicle's braking capacity is not affected. The shut-off valve 600 added in this application makes essentially no change to the original pipeline layout of the pneumatic valve device, does not add any additional complex operations, and can significantly improve the safety of the vehicle in the parking state, ensuring the effective preservation of braking energy.

[0034] In some embodiments, refer toFigure 3 and Figure 4 As shown, the shut-off valve 600 also has an exhaust port, which is connected to the exhaust port P3 of the pneumatic valve device. When the inlet and outlet of the shut-off valve 600 are connected (typically corresponding to the non-parking brake state of the pneumatic valve device), the exhaust port of the shut-off valve 600 is closed. When the inlet and outlet of the shut-off valve 600 are closed (typically corresponding to the parking brake state of the pneumatic valve device), the outlet and exhaust port of the shut-off valve 600 can be connected to allow the second air pressure port P21 to connect to the exhaust port P3. When the outlet and exhaust port of the shut-off valve 600 are connected, according to the design of the trailer braking system, when the trailer brake air pressure (the pipeline connected to the second air pressure port P21) drops to a set value, the trailer brake is activated, and the trailer brake assembly automatically performs the braking operation. At this time, although the second air pressure port P21 can be connected to the third air pressure port P22 through the working chamber of the relay valve 500, the trailer brake air pressure of the second air pressure port P21 will be discharged through the exhaust port P3 and will not be delivered to the third air pressure port P22 because the pipeline connecting the second air pressure port P21 to the exhaust port P3 has almost no resistance.

[0035] It should be noted that, Figure 1 and Figure 3 The pneumatic valve devices shown can all utilize the shut-off valve 600 to block the gas output from the first pneumatic port P11 while the vehicle is in the parking brake state. Particularly advantageous is that... Figure 3 and Figure 4 In the embodiment shown, when the parking brake is engaged, the trailer brake air pressure at the second air pressure port P21 is discharged through the exhaust port P3, and the trailer enters the automatic parking state. There is no risk that the trailer parking brake cannot be effectively engaged due to leakage in the pipes or other parts connected to the third air pressure port P22.

[0036] exist Figure 1 In the illustrated embodiment, the shut-off valve 600 can be a two-position two-way valve, which can be configured as a normally closed valve, shutting off when the pneumatic valve device is in the parking brake state and remaining open when it is not in the non-parking brake state, but is not limited thereto. Figure 3 In the illustrated embodiment, the shut-off valve 600 can be a two-position three-way valve, whose inlet and outlet are closed when the pneumatic valve device is in the parking brake state, and open when the inlet and outlet are not in the non-parking brake state. In practical applications, the shut-off valve 600 can be configured as needed. Figure 1 The structure shown or Figure 3 The structure shown.

[0037] Continue to combine Figure 1 to Figure 4As shown, in some embodiments, the pneumatic valve device further includes: a first control port P43, connected to the control terminal of the shut-off valve 600 and used to receive a parking brake signal, the shut-off valve 600 being configured to shut off its inlet and outlet in response to the first control port P43 stopping the output of parking brake air pressure, and to open its inlet and outlet in response to the first control port P43 outputting parking brake air pressure.

[0038] The first control port P43 can be connected to the parking brake valve to receive the parking brake signal from the parking brake valve. The parking brake signal has air pressure in the non-parking brake condition but no air pressure in the parking brake condition. When the driver applies the parking brake, the first control port P43 stops outputting parking brake air pressure, and the shut-off valve 600 shuts off its inlet and outlet, preventing gas output from the first air pressure port P11. At this time, the outlet and exhaust port of the shut-off valve 600 can be connected to allow the second air pressure port P21 to connect to the exhaust port P3. When the parking brake is released, the first control port P43 receives the parking brake air pressure, and the shut-off valve 600 opens its inlet and outlet, restoring gas output from the first air pressure port P11.

[0039] In this embodiment, the existing parking brake control pipeline (the pipeline connected to the first control port P43) is used as the control source to control the conduction and cut-off states of the air inlet and outlet of the shut-off valve 600. No additional sensors or controllers are required, and no electronic control unit intervention is needed. This ensures that the conduction state of the shut-off valve 600 is synchronized with the vehicle's parking brake requirements, achieving physical isolation of the air source pressure under parking brake conditions. This approach is highly reliable and cost-effective.

[0040] In some embodiments, the shut-off valve 600 is provided with a first valve core and a first elastic element; when the pneumatic valve device is in the parking brake state, the first control port P43 stops outputting parking brake air pressure, and the first valve core can shut off the air inlet and outlet of the shut-off valve 600 under the action of the first elastic element; when the first control port outputs parking brake air pressure, the first valve core can open the air inlet and outlet of the shut-off valve 600 under the action of the air pressure of the first control port P43.

[0041] The first elastic element can be a spring, but is not limited to this. The first elastic element provides a preset biasing force to the first valve core, and the air pressure at the first control port P43 is used to provide a force opposite to the biasing force of the first elastic element. In the non-parking brake state (which may include the driving state and the driving brake state), if there is a parking brake signal at the first control port P43, the first valve core can overcome the biasing force of the first elastic element and open the air inlet and outlet of the shut-off valve 600, so that the air source pressure at the first air pressure port P11 can be supplied downstream without obstruction through the shut-off valve 600. In the parking brake state, the parking brake signal disappears, and at this time, the biasing force of the first elastic element plays a dominant role, pushing the first valve core back to the position of shutting off the air inlet and outlet of the shut-off valve 600.

[0042] Reference Figure 1 and Figure 3 As shown, in some embodiments, the first control port P43 is also connected to the control terminal of the relay valve 500. The pneumatic valve device further includes: a second control port P42 for receiving a service brake signal and connected to the control terminal of the relay valve 500 via at least one control valve (which may include an exhaust valve 720 and a backup pressure valve 730, but is not limited thereto); and an intake valve 710, one end of which is connected to the control terminal of the relay valve 500 and the other end is connected to the outlet of the shut-off valve 600 (refer to node N2). The relay valve 500 is configured to: open its intake and outlet ports in response to the control terminal receiving service brake air pressure from the second control port P42 and / or air source pressure from the first air pressure port P11, or open its intake and outlet ports in response to the control terminal not receiving parking brake air pressure from the first control port P43.

[0043] The relay valve 500 can be jointly controlled by a parking brake signal (from the first control port P43) and a service brake signal (from the second control port P42). When the driver depresses the brake pedal, the second control port P42 can receive the service brake pressure and transmit it to the control terminal of the relay valve 500 via at least one control valve, thus connecting the inlet and outlet ports of the relay valve 500. Alternatively or additionally, the air pressure from the first air pressure port P11 can be transmitted to the control terminal of the relay valve 500 via the shut-off valve 600 and the inlet valve 710, thus connecting the inlet and outlet ports of the relay valve 500. A typical implementation involves, for example, in the initial pressure-boosting phase of activating the relay valve 500, opening the intake valve 710 to rapidly increase the air pressure at the control end of the relay valve 500 using the air source pressure at the first air pressure port P11. In the subsequent pressure stabilization phase, the air path containing at least one control valve can be opened to precisely regulate the air pressure at the control end of the relay valve 500 using the service brake air pressure at the second control port P42, thereby establishing the required trailer brake control air pressure at the third air pressure port P22. The dual control air path formed by the intake valve 710 and at least one control valve also enables a safety redundancy design, ensuring safe service braking even in the event of electronic system failure. Furthermore, using at least one control valve allows for the creation of a control path independent of the driver's service brake commands, enabling braking functions such as anti-lock braking that require active pressure build-up when there is no driver braking operation. Furthermore, under the service braking state, the first control port P43 can receive the parking brake air pressure and transmit it to the control terminal of the shut-off valve 600, so that the air inlet and outlet of the shut-off valve 600 are connected. Thus, the air source pressure from the first air pressure port P11 can be output through the valve chamber of the shut-off valve 600 and the working chamber of the relay valve 500 through the third air pressure port P22 to control the service braking of the trailer.

[0044] When the driver operates the parking brake valve, the first control port P43 stops outputting parking brake air pressure, causing the intake and exhaust ports of the relay valve to connect. At this time, Figure 2 In the illustrated embodiment, although the air pressure from the first air pressure port P11 is blocked by the shut-off valve 600, the trailer braking pressure from the second air pressure port P21 can be output to the third air pressure port P22 through the working chamber of the relay valve 500 to control the trailer's parking brake. Figure 4 In the illustrated embodiment, the trailer braking pressure at the second air pressure port P21 can be discharged through the valve chamber of the shut-off valve and the exhaust port P3, causing the pressure of the trailer energy storage device to drop and triggering the trailer's parking brake.

[0045] When the vehicle is not in a parking state (parking brake signal high) and there is no service brake (service brake signal low or zero), the intake and exhaust ports of the relay valve 500 are closed. At this time, the third air pressure port P22 can be connected to the atmosphere through the exhaust port P3 of the relay valve 500 to release the residual air pressure.

[0046] In some embodiments, the relay valve 500 is provided with a piston and a third elastic element, and the exhaust valve port of the working chamber of the relay valve 500 is connected to the exhaust port P3 of the pneumatic valve device; wherein, under the pressure of the control end of the relay valve 500 and the biasing force of the third elastic element, the piston can either connect the inlet valve port and the outlet valve port of the relay valve 500 or connect the outlet valve port and the exhaust valve port of the relay valve 500.

[0047] The third elastic element is, for example, a spring, but is not limited to this. The position of the piston is determined by the combined force of the pressure at the control end of the relay valve 500 and the biasing force of the third elastic element. Under service braking, the pressure at the control end of the relay valve 500 can push the piston to an extreme position, connecting the inlet and outlet ports of the relay valve 500. Under parking braking, the biasing force of the third elastic element can push the piston to another extreme position, connecting the inlet and outlet ports of the relay valve 500. Under driving conditions, the piston is in an intermediate position under the action of the pressure at the control end of the relay valve 500 and the biasing force of the third elastic element, connecting the outlet port of the relay valve 500 with the exhaust port, thus releasing the brakes.

[0048] In some embodiments, combined with Figure 1 and Figure 3 As shown, at least one control valve includes an exhaust valve 720 and a backup pressure valve 730. The second control port P42 is connected to the control terminal of the relay valve 500 via the air inlet and outlet of the backup pressure valve 730 and the valve chamber of the exhaust valve 720 in sequence. The exhaust port of the backup pressure valve 730 is connected to the exhaust port P3 of the pneumatic valve device. The air outlet of the backup pressure valve 730 can selectively connect to either the air inlet or the exhaust port of the backup pressure valve 730.

[0049] The combination of the exhaust valve 720 and the reserve pressure valve 730 enables the management of the vehicle's braking signal. For example, when the electronic system is operating normally, the reserve pressure valve 730 can be controlled to cut off the vehicle's braking signal, while the intake valve 710 establishes the trailer brake control air pressure, enabling superimposed braking or braking intervention independent of the driver's intention. When it is necessary to release the brakes, the exhaust valve 720 and the reserve pressure valve 730 can be used to quickly vent the brakes.

[0050] In some embodiments, the intake valve 710, exhaust valve 720, and backup pressure valve 730 are all electrically controlled valves, such as, but not limited to, solenoid valves. These valves can switch on / off states under the control of electrical signals from the electronic control unit, allowing the electronic control unit to finely adjust the air pressure at the control terminal of the relay valve 500 through on / off control. This adjusts the trailer braking control air pressure output from the third air pressure port P22, enabling functions such as anti-lock braking, trailer-to-vehicle braking ratio matching, and electronic stability control. Specifically, the intake valve 710 is energized and de-energized, the exhaust valve 720 is de-energized and energized and de-energized, and the backup pressure valve 730 has its intake port connected to its exhaust port when de-energized and its exhaust port connected to its exhaust port when energized, but this is not a limitation.

[0051] In some specific implementations, for example, in the event of a system power outage or malfunction, the service brake air pressure from the second control port P42 can be transmitted to the control terminal of the relay valve 500 through the backup pressure valve 730 and the exhaust valve 720 to maintain basic service braking capability. When it is necessary to quickly release the air pressure at the control terminal of the relay valve 500, the exhaust valve 720 can be de-energized and the backup pressure valve 730 can be energized, rapidly venting the high-pressure gas at the control terminal of the relay valve 500 to the exhaust port P3; in addition, the working chamber of the relay valve 500 can be connected to the exhaust port P3 through the exhaust valve port to vent the residual air pressure in the trailer brake control line (connected to the third air pressure port P22) to the atmosphere. Utilizing two exhaust paths ensures that the trailer braking system can quickly build up pressure and quickly release pressure, improving the sensitivity and control accuracy of the trailer braking system response.

[0052] Figure 5 Indicate Figure 3 The airflow direction of the pneumatic valve device shown is in the service braking state. Figure 6 Indicate Figure 3 The airflow direction of the pneumatic valve device shown is as follows when the vehicle is in motion. Figure 1 The airflow direction of the pneumatic valve device shown in the driving braking state and driving state is similar to that in the driving braking state. Figure 3 The pneumatic valve device shown is identical, therefore it is not shown again. Figure 1 to Figure 6 As shown, in some embodiments, the pneumatic valve device can operate in any of the following states: driving state, driving braking state, and parking braking state.

[0053] When the pneumatic valve device is operating in the driving state, the parking brake air pressure output from the first control port P43 acts on the control terminal of the relay valve 500. The second control port P42 has no air pressure, so the relay valve 500 is not activated, and its outlet and exhaust valve ports are connected. At this time, the residual air pressure in the working chamber of the third air pressure port P22 and the relay valve 500 can be discharged through the exhaust port P3. Furthermore, under the action of the parking brake air pressure from the first control port P43, the control terminal of the shut-off valve 600 connects the inlet and outlet ports of the shut-off valve 600. Thus, the air source pressure from the first air pressure port P11 can be output through the valve chamber of the shut-off valve 600 to the second air pressure port P21, providing trailer braking pressure to the trailer energy storage device.

[0054] When the pneumatic valve device is in service braking mode, the first control port P43 outputs parking brake air pressure, and the second control port P42 outputs service brake air pressure. The control terminal of the relay valve 500 can be opened by the service brake air pressure at the second control port P42 and / or the air source pressure at the first air pressure port P11, connecting the inlet and outlet valves of the relay valve 500. Similarly, the control terminal of the shut-off valve 600 can be opened by the parking brake air pressure at the first control port P43, connecting the inlet and outlet valves of the shut-off valve 600. Thus, the air source pressure from the first air pressure port P11 can be output to the third air pressure port P22 via the valve chamber of the shut-off valve 600 and the working chamber of the relay valve 500, controlling the trailer's service brake. Furthermore, the air source pressure from the first air pressure port P11 can be output to the second air pressure port P21 via the valve chamber of the shut-off valve 600, providing trailer braking pressure to the trailer energy storage device.

[0055] When the pneumatic valve device is in the parking brake state, there is no air pressure at the first control port P43 and the second control port P42. The relay valve 500 can use the biasing force of the third elastic element to connect the inlet valve port and the outlet valve port, and the outlet port and exhaust port of the shut-off valve. At this time, the gas output of the first air pressure port P11 is blocked by the shut-off valve 600 to improve the safety of the vehicle in the parking brake state, prevent air source pressure leakage, and ensure that the vehicle's braking capacity is not affected. The second air pressure port P21 can output trailer brake control air pressure through the working chamber of the relay valve 500 and the third air pressure port P22, or the second air pressure port P21 can exhaust air through the valve chamber of the shut-off valve 600 and the exhaust port P3 to realize the parking brake of the trailer.

[0056] In some embodiments, refer to Figure 1 and Figure 3As shown, the pneumatic valve device further includes: a throttle valve 800, whose valve chamber is connected in series in a pipeline connecting the outlet of the shut-off valve 600 to the first valve port and the second pressure port P21 of the relay valve 500. Its control end is connected to the first pressure port P11 via the inlet valve 710 and the shut-off valve 600, and to the second control port P42 via the exhaust valve 720 and the pressure reserve valve 730. The throttle valve 800 is configured to change the flow cross-sectional area of ​​its valve chamber according to pressure changes at its control end and / or pressure changes in its valve chamber, thus possessing a flow self-regulation function.

[0057] In some embodiments, the throttle valve 800 is provided with a second valve core and a second elastic element. The second valve core can change the flow cross-sectional area of ​​the valve cavity of the throttle valve 800 in response to the change in the difference between the forces acting on both sides. The force acting on one side is the resultant force of the air pressure in the valve cavity of the throttle valve 800 and the biasing force of the second elastic element, and the force acting on the other side is the air pressure at the control end of the throttle valve 800.

[0058] The second valve core, as a movable component within the throttle valve 800, changes its position to alter the flow cross-sectional area of ​​the valve chamber, thereby achieving flow control. A second elastic element (e.g., a spring) provides a preset bias force, which, together with the air pressure in the valve chamber and the air pressure at the control end of the throttle valve 800, determines the position of the second valve core.

[0059] Furthermore, in some embodiments, reference is made to Figure 1 and Figure 3 As shown, the pneumatic valve device may further include: a pressure sensor 910, which is connected to the outlet valve of the relay valve 500, and is able to monitor and provide feedback on the trailer brake control air pressure output by the third air pressure port P22 in real time, so as to accurately control the trailer brake.

[0060] In some embodiments, refer to Figure 1 and Figure 3 As shown, the pneumatic valve device may further include: a first filter 920 connected in series between the first pressure port P11 and the shut-off valve 600, used to filter the gas entering the pneumatic valve device from the first pressure port P11, protect the shut-off valve 600, throttle valve 800, relay valve 500, inlet valve 710 and other components from damage by impurities, and improve the reliability of the pneumatic valve device.

[0061] In some embodiments, refer to Figure 1 and Figure 3As shown, the pneumatic valve device may further include: a second filter 930, connected in series between the second control port P42 and the backup pressure valve 730, used to filter the service brake air pressure entering the pneumatic valve device from the second control port P42, protecting the precision control components such as the backup pressure valve 730, the exhaust valve 720, and the control chamber of the relay valve 500, ensuring the accurate transmission of control signals and the reliability of valve action, enabling the pneumatic valve device to work stably and reliably for a long time in the vehicle operating environment, reducing the failure rate and extending the product life.

[0062] This application also provides a pneumatic braking system for commercial vehicles with a tractor and a trailer, and the pneumatic braking system is equipped with a pneumatic valve device as described in any of the above embodiments. The first air pressure port P11 of the pneumatic valve device can be connected to the main vehicle's air reservoir to provide a stable air source pressure for the pneumatic braking system; the second air pressure port P21 of the pneumatic valve device can be connected to the trailer's air reservoir to store energy for the trailer's braking system; the third air pressure port P22 of the pneumatic valve device can be connected to the control terminal of the trailer's braking assembly for outputting the trailer's braking control air pressure; the control terminals of the intake valve 710, exhaust valve 720, and backup pressure valve 730 can be connected to an electronic control unit, enabling the electronic control unit to precisely control the intake valve 710, exhaust valve 720, and backup pressure valve 730 based on vehicle status, driver commands, and feedback from the air pressure sensor 910, achieving intelligent and high-precision braking management. Furthermore, the shut-off valve 600 of the pneumatic valve device ensures the safety of the air source pressure when parked, preventing leakage that could deplete the air source pressure.

[0063] This application also provides a commercial vehicle, which includes a tractor and a trailer, and is equipped with the aforementioned pneumatic braking system. The pneumatic valve device can be mounted, for example, on the chassis of the tractor, achieving the following beneficial effects: when the vehicle is parked, the air pressure is isolated by a shut-off valve, eliminating the risk of the main vehicle losing control due to leakage in the trailer pipeline, making parking braking safer and more reliable; thanks to the electronic control unit's control of the control valve assembly, the vehicle can achieve more precise and faster trailer braking control, and can also optimize the braking force distribution between the tractor and trailer under various operating conditions, improving the overall vehicle's driving stability and safety; through the filter built into the pneumatic valve device, key pneumatic components are protected, extending system life and reducing the failure rate.

[0064] Finally, it should be noted that the above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of this application and should not be construed as limiting the specific implementation of this application to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of this application, and all such modifications or substitutions should be considered within the scope of protection of this application.

Claims

1. A pneumatic valve device for controlling a trailer braking system, the pneumatic valve device comprising: The first air pressure port is used to receive air source pressure; The second air pressure port is used to transmit trailer brake pressure; The third air pressure port is used to output the trailer brake control air pressure; A relay valve, wherein the air inlet of the working chamber of the relay valve is connected to the first air pressure port and the second air pressure port respectively, and the air outlet of the working chamber of the relay valve is connected to the third air pressure port; The pneumatic valve device is characterized in that it further includes: A shut-off valve, wherein the air inlet of the shut-off valve is connected to the first air pressure port, and the air outlet of the shut-off valve is connected to the air inlet of the relay valve and the second air pressure port respectively. The pneumatic valve device can operate in the parking brake state. When the pneumatic valve device operates in the parking brake state, the air inlet and outlet of the shut-off valve can be shut off to block the gas output of the first air pressure port, and the second air pressure port can be connected to the third air pressure port through the working chamber of the relay valve.

2. The pneumatic valve device as described in claim 1, characterized in that, The shut-off valve also has an exhaust port, which is connected to the exhaust port of the pneumatic valve device. Specifically, when the air inlet and outlet of the shut-off valve are connected, the exhaust port is shut off; and when the air inlet and outlet of the shut-off valve are shut off, the air outlet and exhaust port of the shut-off valve can be connected to allow the second air pressure port to connect to the exhaust port.

3. The pneumatic valve device as described in claim 1 or 2, characterized in that, The shut-off valve is a two-position two-way valve or a two-position three-way valve.

4. The pneumatic valve device as described in claim 1 or 2, characterized in that, The pneumatic valve device also includes: A first control port is connected to the control terminal of the shut-off valve and is used to receive a parking brake signal. The shut-off valve is configured to shut off its inlet and outlet in response to the first control port stopping the output of parking brake air pressure, and to open its inlet and outlet in response to the first control port outputting parking brake air pressure.

5. The pneumatic valve device as described in claim 4, characterized in that, The shut-off valve is provided with a first valve core and a first elastic element; When the pneumatic valve device is in the parking brake state, the first control port stops outputting parking brake air pressure, and the first valve core can block the air inlet and outlet of the shut-off valve under the action of the first elastic element. When the first control port outputs parking brake air pressure, the first valve core can open the air inlet and outlet of the shut-off valve under the air pressure of the first control port.

6. The pneumatic valve device as described in claim 4, characterized in that, The first control port is also connected to the control terminal of the relay valve, and the pneumatic valve device further includes: The second control port is used to receive the service braking signal and is connected to the control terminal of the relay valve via at least one control valve. An intake valve, one end of the valve chamber of which is connected to the control end of the relay valve and the other end of which is connected to the outlet of the shut-off valve; The relay valve is configured to: open its inlet valve port and outlet valve port in response to receiving service brake air pressure from the second control port and / or air source pressure from the first air pressure port at its control terminal, or open its inlet valve port and outlet valve port in response to not receiving parking brake air pressure from the first control port at its control terminal.

7. The pneumatic valve device as described in claim 6, characterized in that, The pneumatic valve device can operate in any one of the following states: driving state, driving braking state, and parking braking state. When the pneumatic valve device is working in the driving state, the parking brake air pressure of the first control port can act on the control end of the relay valve and the control end of the shut-off valve, and the first air pressure port can be connected to the second air pressure port through the valve chamber of the shut-off valve. When the pneumatic valve device is operating in the service braking state, the parking brake air pressure of the first control port can act on the control end of the shut-off valve, the service brake air pressure of the second control port can act on the control end of the relay valve through the valve chamber of the at least one control valve, and / or the air source pressure of the first air pressure port can act on the control end of the relay valve through the valve chambers of the shut-off valve and the air intake valve. The first air pressure port can be connected to the third air pressure port through the valve chamber of the shut-off valve and the working chamber of the relay valve, and the first air pressure port can be connected to the second air pressure port through the valve chamber of the shut-off valve. When the pneumatic valve device is in the parking brake state, the second control port stops outputting parking brake air pressure, the second air pressure port can be connected to the third air pressure port through the working chamber of the relay valve, and / or the second air pressure port can be connected to the exhaust port of the pneumatic valve device through the valve chamber of the shut-off valve.

8. The pneumatic valve device as described in claim 6, characterized in that, The relay valve is equipped with a piston and a third elastic element, and the exhaust valve port of the working chamber of the relay valve is connected to the exhaust port of the pneumatic valve device. The piston can, under the pressure at the control end of the relay valve and the biasing force of the third elastic element, either connect the inlet and outlet ports of the relay valve or connect the outlet and exhaust ports of the relay valve.

9. The pneumatic valve device as described in claim 6, characterized in that, The at least one control valve includes an exhaust valve and a backup pressure valve. The second control port is connected to the control terminal of the relay valve in sequence via the air inlet and outlet of the backup pressure valve and the valve chamber of the exhaust valve. The exhaust port of the backup pressure valve is connected to the exhaust port of the pneumatic valve device. The outlet of the backup pressure valve can be selectively connected to either the inlet or the outlet of the backup pressure valve.

10. The pneumatic valve device as described in claim 9, characterized in that, The intake valve, the exhaust valve, and the backup pressure valve are all electrically controlled valves; The intake valve is energized and de-energized, the exhaust valve is de-energized and energized and de-energized, and the backup pressure valve is de-energized and its intake port is connected to its exhaust port, and is energized and its exhaust port is connected to its exhaust port.

11. The pneumatic valve device as described in claim 6, characterized in that, The pneumatic valve device also includes: A throttle valve, wherein the valve chamber of the throttle valve is connected in series in the pipeline from the outlet of the shut-off valve to the inlet of the relay valve and the second pressure port, and the control end of the throttle valve is connected to the first pressure port via the inlet valve and the shut-off valve, and to the second control port via the at least one control valve. The throttle valve is configured to change the flow cross-sectional area of ​​its valve cavity according to pressure changes at its control end and / or pressure changes in its valve cavity.

12. The pneumatic valve device as described in claim 11, characterized in that, The throttle valve is provided with a second valve core and a second elastic element. The second valve core can change the flow cross-sectional area of ​​the valve cavity of the throttle valve in response to the change in the difference between the forces on both sides. The force on one side is the resultant force of the air pressure in the valve cavity of the throttle valve and the biasing force of the second elastic element, and the force on the other side is the air pressure at the control end of the throttle valve.

13. The pneumatic valve device as described in claim 1, characterized in that, The pneumatic valve device further includes at least one of the following components: A pressure sensor is connected to the outlet valve of the relay valve; A first filter is connected in series between the first pressure port and the shut-off valve; The second filter is connected in series in the input pipeline of the control terminal of the relay valve.

14. A pneumatic braking system for use in commercial vehicles having a tractor and a trailer, characterized in that, The pneumatic braking system is equipped with a pneumatic valve device as described in any one of claims 1 to 13.

15. A commercial vehicle comprising a tractor and a trailer, characterized in that, The commercial vehicle is equipped with the pneumatic braking system as described in claim 14.

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