EBS shaft control module assembly

Abstract

The utility model relates to the field of vehicle braking, and discloses an EBS axle control module assembly which further comprises a valve assembly and a piston assembly, a cavity A is formed by the valve assembly and the inner wall of a lower body, a cavity C is formed in the upper side of the piston assembly, a cavity B is formed in the lower side of the piston assembly, the cavity B is communicated with an air outlet, the valve assembly controls the cavity A and the cavity B to be communicated and disconnected, and the valve assembly is connected with the valve assembly. The piston assembly axially moves to control opening and closing of the valve assembly; the position of the piston assembly is controlled by the difference value of the pressure of the cavity C, the pressure of the cavity B and the acting force of the valve assembly; when the valve assembly is in an open state, the cavity A is communicated with the cavity B; the pressure preparation electromagnetic valve controls communication and disconnection of the C cavity and the control air port; the supercharging electromagnetic valve controls the connection and disconnection of the air inlet and the cavity C; the pressure reduction electromagnetic valve controls connection and disconnection of the air outlet and the exhaust port. The assembly has the advantages of reliable structure, high response speed and the like.

Description

Technical Field

[0001] The utility model relates to the field of vehicle braking, in particular to an EBS axle control module assembly. Background Art

[0002] The EBS axis control module is integrated with a relay valve assembly, three solenoid valves and a pressure sensor. The valve has the characteristics of compact structure, fast response and low cost. The traditional installation of the above products requires a separate connection to the pressure sensor, which increases the risk of air leakage and cost. Utility Model Content

[0003] The utility model aims at the shortcomings of the prior art and provides an EBS axle control module assembly.

[0004] In order to solve the above technical problems, the utility model is solved by the following technical solutions:

[0005] An EBS axle control module assembly includes a valve body, an upper cover is arranged at the upper end of the valve body, and the valve body includes an upper cover, a middle body and a lower body; an air inlet, an air outlet and a control port are arranged on the valve body; the control port is used to communicate with the air brake valve;

[0006] A normally closed boost solenoid valve, a normally closed pressure reducing solenoid valve, a normally open standby pressure solenoid valve and an electronic control unit are arranged in the space enclosed by the upper cover and the middle body. The electronic control unit is electrically connected to the boost solenoid valve, the pressure reducing solenoid valve and the standby pressure solenoid valve.

[0007] The lower end of the middle body is connected to the lower body, and the upper end surface of the middle body is provided with an installation cavity for installing a boost solenoid valve, a pressure reducing solenoid valve, and a backup pressure solenoid valve; the installation cavity is connected or disconnected with the air cavity in the middle body and the lower body through the on and off of the boost solenoid valve, the pressure reducing solenoid valve, and the backup pressure solenoid valve;

[0008] It also includes a valve assembly and a piston assembly. The valve assembly and the inner wall of the lower body form a cavity A. The upper side of the piston assembly is a cavity C, and the lower side is a cavity B. The cavity B is connected to the air outlet. The valve assembly controls the connection and disconnection between the cavity A and the cavity B. The axial movement of the piston assembly controls the opening and closing of the valve assembly. The difference between the pressure of the cavity C and the pressure of the cavity B and the force of the valve assembly controls the position of the piston assembly. When the valve assembly is in an open state, the cavity A is connected to the cavity B.

[0009] The backup pressure solenoid valve controls the connection and disconnection between the C chamber and the control air port; the boost solenoid valve controls the connection and disconnection between the air inlet and the C chamber; the pressure reducing solenoid valve controls the connection and disconnection between the air outlet and the exhaust port.

[0010] Preferably, an E cavity is formed between the boost solenoid valve and the inner wall of the installation cavity where it is located, and a k channel and an m channel are arranged in the boost solenoid valve. The k channel is connected to the E cavity, and the on and off power of the boost solenoid valve controls the connection and disconnection of the k channel and the m channel. The m channel is connected to the C cavity; the E cavity is connected to the air inlet through the a channel, and the a channel is arranged in the valve body.

[0011] Preferably, an e channel, an f channel and a g channel are arranged in the backup pressure solenoid valve, the g channel is connected to the C cavity, the on-off of the f channel and the g channel is controlled by the on-off power of the boost solenoid valve, and a D cavity is formed between the backup pressure solenoid valve and the installation cavity where it is located, and the control port is connected to the D cavity through the arranged b channel.

[0012] Preferably, the pressure reducing solenoid valve and the control chamber in which it is located form an F chamber, and the F chamber is connected to the C chamber through the n channel arranged on the middle body. The pressure reducing solenoid valve is provided with a p channel and a q channel, and the middle body is provided with an r channel and an s channel. The piston assembly includes a valve stem arranged in the piston, and a t channel is arranged in the middle of the valve stem. The r channel, the s channel and the t channel are located on the same axis and are connected to each other. The lower end of the t channel is connected to the exhaust port. The pressure reducing solenoid valve controls the connection or disconnection of the p channel and the q channel. The p channel is connected to the F chamber, and the q channel is connected to the r channel.

[0013] Preferably, an installation groove for installing a pressure sensor is provided at the upper end of the middle body, an airway 1 is provided on the outer wall of the middle body, the airway is connected to the installation groove, an airway 2 is provided on the side wall of cavity B, airway 1 and airway 2 are connected by a pipeline, airway 2 is connected to cavity B, airway 1 is connected to the pressure sensor, and the pressure sensor is connected to the electronic control unit.

[0014] Preferably, the boost solenoid valve is energized, the backup pressure solenoid valve is energized, and the pressure reducing solenoid valve is in a de-energized state. The compressed air at the air inlet passes through the boost solenoid valve to open the air inlet valve port of the valve assembly and close the exhaust valve port at the same time, and the compressed air at the air inlet enters chamber B; in the pressure maintaining state, the boost solenoid valve is in a disconnected state, the backup pressure solenoid valve is in a energized state, and the pressure reducing solenoid valve is de-energized. The air path between the air inlet and chamber C is disconnected, and the pressure at the air outlet and chamber B remains unchanged; the electronic control unit controls the pressure reducing solenoid valve to be energized, the boost solenoid valve is in a disconnected state, and the backup pressure solenoid valve is in a energized state. The compressed air in chamber C is connected to the exhaust port after passing through the pressure reducing solenoid valve. After the pressure in chamber C is reduced, the exhaust valve of the valve assembly opens, and the compressed air in chamber B and the air outlet is discharged through the exhaust port.

[0015] Preferably, the valve assembly and the lower body form an exhaust valve port, and the valve assembly and the piston assembly form an intake valve port. During the pressurization process, the piston assembly moves downward to close the exhaust valve port and open the intake valve port, and the intake port is connected to the B chamber; during the decompression process, the piston assembly moves upward to open the exhaust valve port, close the intake valve port, and the intake port is disconnected from the B chamber, and the B chamber is connected to the exhaust port.

[0016] The utility model adopts the above technical solution, and has the following significant technical effects:

[0017] Compared with the prior art, the present invention has the following obvious advantages and positive effects: (1) lightweight; (2) compact structure; (3) improved response time; (4) convenience for pipeline layout and installation; and (5) cost saving. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the overall structure of the device.

[0019] Figure 2 It is a schematic diagram of the overall structure of the device.

[0020] Figure 3 It is a schematic diagram of the internal structure of the device.

[0021] The technical names of the accompanying drawings are: 1-air inlet, 2-air outlet, 3-exhaust port, 4-control port, 5-upper cover, 6-pressure reducing solenoid valve, 20-boosting solenoid valve, 21-backup pressure solenoid valve, 3-middle body, 24-lower body, 7-piston assembly, 13-valve stem, 14-valve assembly, 10-electronic control unit. DETAILED DESCRIPTION

[0022] The utility model is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0023] Example 1

[0024] An EBS axle control module assembly includes a valve body, an upper cover 5 is arranged on the upper end of the valve body, and the valve body includes the upper cover 5, a middle body 300 and a lower body 24; an air inlet 1, an air outlet 2 and a control port 4 are arranged on the valve body; the control port 4 is used to communicate with the air brake valve;

[0025] A normally closed boost solenoid valve 20, a normally closed pressure reducing solenoid valve 6, a normally open backup pressure solenoid valve 21 and an electronic control unit 10 are arranged in the space enclosed by the upper cover 5 and the middle body 300. The electronic control unit 10 is electrically connected to the boost solenoid valve 20, the pressure reducing solenoid valve 6 and the backup pressure solenoid valve 21. Specifically, the electronic control unit 10 is a PCB circuit board and is located above each solenoid valve and connected thereto through pins.

[0026] The lower end of the middle body 300 is connected to the lower body 24, and the upper end surface of the middle body 300 is provided with an installation cavity for installing the boost solenoid valve 20, the pressure reducing solenoid valve 6, and the backup pressure solenoid valve 21; the installation cavity is connected or disconnected with the air cavity in the middle body 300 and the lower body 24 through the power on and off of the boost solenoid valve 20, the pressure reducing solenoid valve 6, and the backup pressure solenoid valve 21; the middle part of the middle body 300 is equivalent to the mounting seat structure, and the mounting cavity is provided on the top of the mounting seat, and the number of the mounting cavities corresponds to the boost solenoid valve 20, the pressure reducing solenoid valve 6, and the backup pressure solenoid valve 21, and the mounting seat is also provided with multiple channels or airways for connecting each installation cavity with the lower side space and air port of the mounting seat, and the air port here includes an air inlet 1, an air outlet 2, a control port 4, and an exhaust port 3.

[0027] The part of the middle body 300 located at the lower side of the mounting seat is connected to the lower body 24 to form a chamber. A guide column 131 is provided in the middle of the lower end surface of the mounting seat. Obviously, the guide column 131 is located in the chamber. The valve assembly 14 and the piston assembly 7 are also included. The valve assembly 14 and the piston assembly 7 are both located in the chamber. The piston assembly 7 is installed on the guide column 131 and can slide axially along the guide column 131.

[0028] The valve assembly 14 and the lower body 24 form an exhaust valve port, and the valve assembly 14 and the piston assembly 7 form an intake valve port. During the pressurization process, the piston assembly 7 moves downward to close the exhaust valve port and open the intake valve port, and the intake port 1 is connected to the B chamber; during the decompression process, the piston assembly 7 moves upward to open the exhaust valve port and close the intake valve port, and the intake port 1 is disconnected from the B chamber, and the B chamber is connected to the exhaust port 3.

[0029] The valve assembly 14 and the inner wall of the lower body 24 form a cavity A, and the cavity A is connected to the air inlet 1. The upper side of the piston assembly 7 is the cavity C, and the lower side is the cavity B. Specifically, the cavity C is formed between the upper side of the piston assembly 7 and the lower end surface of the mounting seat, and the cavity B is connected to the air outlet 2. The valve assembly 14 controls the connection and disconnection between the cavity A and the cavity B, and the axial movement of the piston assembly 7 controls the opening and closing of the valve assembly 14; the difference between the pressure of the cavity C and the pressure of the cavity B and the force of the valve assembly 14 controls the position of the piston assembly 7; when the valve assembly 14 is in the open state, the cavity A is connected to the cavity B.

[0030] The backup pressure solenoid valve 21 controls the connection and disconnection between the C chamber and the control air port; the boost solenoid valve 20 controls the connection and disconnection between the air inlet 1 and the C chamber; the pressure reducing solenoid valve 6 controls the connection and disconnection between the air outlet 2 and the exhaust port 3.

[0031] In this embodiment, an E cavity is formed between the boost solenoid valve 20 and the inner wall of the mounting cavity where it is located. The boost solenoid valve 20 is provided with a k channel and an m channel. The k channel is connected to the E cavity. The on-off power of the boost solenoid valve 20 controls the connection and disconnection of the k channel and the m channel. The m channel is connected to the C cavity. The E cavity is connected to the air inlet 1 through the a channel provided, and the a channel is provided in the valve body. The E cavity passes through the mounting seat and is connected to the mounting cavity where the boost solenoid valve 20 is located. The boost solenoid valve 20, the pressure reducing solenoid valve 6 and the backup pressure solenoid valve 21 all have a valve structure controlled by on-off power. The k channel and the m channel are controlled by the valve core of the boost solenoid valve 20. The movement of the valve is achieved by driving the valve core movement by the on-off power of the coil. This is a prior art, and the pressure reducing solenoid valve 6 will not be described below.

[0032] The standby pressure solenoid valve 21 is provided with an e channel, an f channel and a g channel, and the g channel is connected to the C cavity. The on and off of the f channel and the g channel is controlled by the on and off of the boost solenoid valve 20. A D cavity is formed between the standby pressure solenoid valve 21 and the installation cavity where it is located, and the control port 4 is connected to the D cavity through the provided b channel. The standby pressure solenoid valve 21 is generally used in the case of electric control failure. At this time, the boost solenoid valve 20 and the pressure reducing solenoid valve 6 cannot be controlled by the electronic control unit 10. In this case, the braking and brake release are completed by the standby pressure solenoid valve 21. The standby pressure solenoid valve 21 is a normally open valve. Under normal electric control conditions, the standby pressure solenoid valve 21 is powered on to a closed state; when the electric control fails, the standby pressure solenoid valve 21 is powered off to a normally open state.

[0033] The decompression solenoid valve 6 and the control chamber where it is located form an F chamber, and the F chamber is connected to the C chamber through the n channel set on the middle body 300. The p channel and the q channel are set in the decompression solenoid valve 6, and the r channel and the s channel are set in the middle body 300. The piston assembly 7 includes a valve stem 13 set in the piston, and the middle part of the valve stem 13 is provided with a t channel. The r channel, the s channel and the t channel are located on the same axis and are connected to each other. The lower end of the t channel is connected to the exhaust port 3. The decompression solenoid valve 6 controls the connection or disconnection of the p channel and the q channel. The p channel is connected to the F chamber, and the q channel is connected to the r channel. Therefore, when the decompression solenoid valve 6 is exhausting, the compressed air in the C chamber should be discharged first to make the piston assembly 7 move up to open the exhaust valve port and close the intake valve port at the same time, so that the B chamber and the exhaust port 3 are connected to complete the exhaust pressure reduction of the outlet port 2.

[0034] In order to accurately control the opening and closing time of pressurization and decompression, the compressed air of the air outlet 2 is detected by collecting the compressed air of the B cavity in this scheme. The upper end of the middle body 300 is provided with a mounting groove for installing the pressure sensor, and the specific mounting groove is provided on the upper end surface of the mounting seat. The outer wall of the middle body 300 is provided with airway 1, and the airway is connected to the mounting groove. The side wall of the B cavity is provided with airway 2. Airway 1 and airway 2 are connected by a pipeline. Airway 2 is connected to the B cavity. Airway 1 is connected to the pressure sensor, and the pressure sensor is connected to the electronic control unit 10.

[0035] Among them, the boost solenoid valve 20 is energized, the backup pressure solenoid valve 21 is energized, and the pressure reducing solenoid valve 6 is in a power-off state. The compressed air at the air inlet 1 opens the air inlet valve port of the valve assembly 14 through the boost solenoid valve 20 and closes the exhaust valve port at the same time, and the compressed air at the air inlet 1 enters the B chamber; in the pressure maintaining state, the boost solenoid valve 20 is in a disconnected state, the backup pressure solenoid valve 21 is in a energized state, the pressure reducing solenoid valve 6 is in a power-off state, the air path between the air inlet 1 and the C chamber is disconnected, and the pressure at the air outlet 2 and the B chamber remains unchanged; the electronic control unit 10 controls the pressure reducing solenoid valve 6 to be energized, the boost solenoid valve 20 is in a disconnected state, and the backup pressure solenoid valve 21 is in a energized state. The compressed air in the C chamber is connected to the exhaust port 3 after passing through the pressure reducing solenoid valve 6. After the pressure in the C chamber is reduced, the exhaust valve of the valve assembly 14 opens, and the compressed air in the B chamber and the air outlet 2 is discharged through the exhaust port 3.

[0036] The product function principle is as follows:

[0037] Conventional electronically controlled boosting process: the valve air inlet 1 is connected to the air storage cylinder, and the control port is connected to the air brake valve outlet 2. When the car needs driving braking, once the air brake valve is stepped on, the air brake valve will immediately feedback the control signal to the electronic control unit, and the electronic control unit will immediately energize the boost solenoid valve 20 and the backup pressure solenoid valve 21. The boost solenoid valve is a normally closed valve, and the backup pressure solenoid valve is a normally open valve. In the standby pressure solenoid valve 21, the moving iron core 26 of the standby pressure solenoid valve moves downward under the action of magnetic force, so that the rubber pad 27 and the static iron core assembly 29 of the standby pressure solenoid valve fit together to cut off the g channel and the f channel, so that the control pressure from the air brake valve outlet 2 cannot pass through the control port, the b channel, the D cavity on the middle body 3, the e channel, the f channel, and the g channel on the standby pressure solenoid valve in sequence to reach the C cavity; in the boost solenoid valve 20, the moving iron core 31 of the boost solenoid valve moves upward under the action of magnetic force, and the boost solenoid valve valve is opened to allow the compressed air in the air storage cylinder to come from the air inlet 1 to the A cavity, and the compressed air reaches the E cavity from the A cavity through the a channel, and then from the E cavity through the k channel and the m channel on the valve seat 33 of the boost solenoid valve in sequence to reach the C cavity. Since the standby pressure solenoid valve 21 is energized, the C chamber and the control port are cut off; and since the pressure reducing solenoid valve is a normally closed valve, the air pressure value of the C chamber increases with the increase of the power-on time of the boosting solenoid valve. After reaching the opening pressure, the piston assembly 7 is pushed downward, contacting the valve assembly 14 to close the exhaust valve port, and pushing the valve assembly 14 downward to open the intake valve port, so that the compressed air in the air storage cylinder comes from the intake port 1 to reach the A chamber, and enters the B chamber through the intake valve port from the A chamber.

[0038] Conventional electronically controlled pressure-maintaining process: On the basis of the electronically controlled boosting state, the boosting solenoid valve 20 is powered off, so that the boosting solenoid valve moving iron core 31 moves downward under the spring force of the spring 32, so that the k channel and the m channel are cut off, so that the compressed air at the air inlet 1 cannot reach the C chamber, and because the backup pressure solenoid valve 21 is powered on, the compressed air in the C chamber cannot reach the control port and be discharged through the air brake valve. Since the air pressure value of the C chamber is in a certain proportional relationship with the air pressure value of the B chamber, the air pressure of the C chamber remains unchanged, so that the air pressure of the B chamber remains unchanged.

[0039] Conventional electronically controlled decompression process: On the basis of the electronically controlled pressure maintaining state, the decompression solenoid valve 6 is energized, so that the moving iron core 35 of the decompression solenoid valve moves upward under the action of magnetic force, so that the compressed air in the C chamber reaches the F chamber through the n channel on the middle body 3, and then from the F chamber through the p channel and q channel on the valve seat 36 of the decompression solenoid valve, the r channel and s channel on the middle body 3, and the t channel on the valve stem 13 to reach the exhaust port, so that the compressed air in the C chamber is discharged, and the piston assembly 7 moves upward due to the spring force of the return spring 15 and the air pressure of the B chamber, so that the piston assembly 7 is separated from the valve assembly 14, and the exhaust valve is opened to discharge the compressed air in the B chamber from the exhaust valve, and the brake is released.

[0040] When the conventional electronic control function fails, the car needs to brake. The air inlet 1 is connected to the air reservoir, and the air pressure at the air brake valve outlet 2 enters from the control port, reaches the D chamber through the b channel, and the backup pressure solenoid valve is a normally open valve. Then, it passes through the e channel, f channel, and g channel in the backup pressure solenoid valve 21 to reach the C chamber and push the piston assembly 7 downward, contacting the valve assembly 14 to close the exhaust valve port, and push the valve assembly 14 downward to open the intake valve port, so that the compressed air in the air reservoir comes from the air inlet 1 to reach the A chamber, and then passes from the A chamber through the intake valve port and enters. To chamber B, braking is achieved; when the car needs to release the brakes, the air brake valve stops working and the compressed air in chamber C passes through the g channel, f channel, and e channel in the standby pressure solenoid valve 21 in turn to chamber D. The standby pressure solenoid valve is a normally open valve, and then passes through the b channel from chamber D to the control port, so that the compressed air in chamber C is discharged from the air brake valve, and the piston assembly 7 moves upward due to the spring force of the return spring 15 and the air pressure in chamber B, so that the piston assembly 7 is separated from the valve assembly 14, and the exhaust valve is opened to discharge the compressed air in chamber B from the exhaust valve, and the brake is released.

[0041] Air pressure sensor function: During the normal electronic control function, compressed air passes through the u channel, the v channel on the middle body 3, and the w channel on the piston rod 400 from the B chamber to reach the air pressure sensor, collects and feeds back the air pressure value of the air outlet 2 to the electronic control unit 10.

[0042] Note: Figure 3 The central electronic control unit 10 is fixed on the upper cover 1 by means of cross recessed pan head self-tapping screws 9. The electronic control unit 10 transmits an electrical signal to the solenoid valve through the crown spring assembly 37 to control the solenoid valve.

[0043] Example 2

[0044] This embodiment discloses an EBS axis control module assembly, which differs from Embodiment 1 in that the number of air outlets in this solution is two, the number of air inlets is two, the number of control air ports is one, and the number of exhaust ports is one.

[0045] Example 3

[0046] This embodiment discloses a vehicle equipped with the EBS axle control module assembly of the above embodiment.

Claims

1. An EBS axle control module assembly, characterized in that: The valve body comprises a valve body, the upper end of which is provided with an upper cover (5), the valve body comprising the upper cover (5), a middle body (300) and a lower body (24); the valve body is provided with an air inlet (1), an air outlet (2) and a control port (4); the control port (4) is used to communicate with the air brake valve; A normally closed pressure-boosting solenoid valve (20), a normally closed pressure-reducing solenoid valve (6), a normally open pressure-supporting solenoid valve (21), and an electronic control unit (10) are arranged in a space enclosed by the upper cover (5) and the middle body (300); the electronic control unit (10) is electrically connected to the pressure-boosting solenoid valve (20), the pressure-reducing solenoid valve (6), and the pressure-supporting solenoid valve (21); The lower end of the middle body (300) is connected to the lower body (24), and the upper end surface of the middle body (300) is provided with an installation cavity for installing a boosting solenoid valve (20), a reducing solenoid valve (6), and a backup pressure solenoid valve (21); the installation cavity is connected or disconnected with the air cavity in the middle body (300) and the lower body (24) through the on and off of the boosting solenoid valve (20), the reducing solenoid valve (6), and the backup pressure solenoid valve (21); The valve assembly (14) and the piston assembly (7) are also included. The valve assembly (14) and the inner wall of the lower body (24) form a cavity A. The upper side of the piston assembly (7) is a cavity C and the lower side is a cavity B. The cavity B is connected to the gas outlet (2). The valve assembly (14) controls the connection and disconnection between the cavity A and the cavity B. The axial movement of the piston assembly (7) controls the opening and closing of the valve assembly (14). The difference between the pressure of the cavity C and the pressure of the cavity B and the force of the valve assembly (14) controls the position of the piston assembly (7). When the valve assembly (14) is in the open state, the cavity A is connected to the cavity B. The backup pressure solenoid valve (21) controls the connection and disconnection between the C chamber and the control air port; the boost solenoid valve (20) controls the connection and disconnection between the air inlet (1) and the C chamber; and the pressure reducing solenoid valve (6) controls the connection and disconnection between the air outlet (2) and the exhaust port (3).

2. The EBS axle control module assembly according to claim 1, characterized in that: An E cavity is formed between the boost solenoid valve (20) and the inner wall of the cavity in which it is installed. A k channel and an m channel are provided in the boost solenoid valve (20). The k channel is connected to the E cavity. The on / off power of the boost solenoid valve (20) controls the connection and disconnection of the k channel and the m channel. The m channel is connected to the C cavity. The E cavity is connected to the air inlet (1) via the a channel provided. The a channel is provided in the valve body.

3. The EBS axle control module assembly according to claim 1, characterized in that: An e channel, an f channel and a g channel are arranged in the standby pressure solenoid valve (21); the g channel is connected to the C chamber; the on-off of the f channel and the g channel is controlled by the on-off power of the boost solenoid valve (20); a D chamber is formed between the standby pressure solenoid valve (21) and the installation chamber in which it is located; and the control port (4) is connected to the D chamber via the arranged b channel.

4. The EBS axle control module assembly according to claim 1, characterized in that: The pressure reducing solenoid valve (6) and the control chamber in which it is located form an F chamber, and the F chamber is connected to the C chamber via an n channel arranged on the middle body (300). The pressure reducing solenoid valve (6) is provided with a p channel and a q channel, and the middle body (300) is provided with an r channel and an s channel. The piston assembly (7) includes a valve stem (13) arranged in the piston, and a t channel is arranged in the middle of the valve stem (13). The r channel, the s channel and the t channel are located on the same axis and are connected to each other. The lower end of the t channel is connected to the exhaust port (3). The pressure reducing solenoid valve (6) controls the connection or disconnection of the p channel and the q channel. The p channel is connected to the F chamber, and the q channel is connected to the r channel.

5. The EBS axle control module assembly according to claim 2, characterized in that: An installation groove for installing a pressure sensor is provided at the upper end of the middle body (300), an air channel 1 is provided on the outer wall of the middle body (300), the air channel is connected to the installation groove, an air channel 2 is provided on the side wall of cavity B, air channel 1 and air channel 2 are connected via a pipeline, air channel 2 is connected to cavity B, air channel 1 is connected to the pressure sensor, and the pressure sensor is connected to the electronic control unit (10).

6. The EBS axle control module assembly according to claim 1, characterized in that: The boost solenoid valve (20) is energized, the standby solenoid valve (21) is energized, and the decompression solenoid valve (6) is in a de-energized state. The compressed air at the air inlet (1) passes through the boost solenoid valve (20) to open the air inlet valve port of the valve assembly (14) and close the exhaust valve port at the same time. The compressed air at the air inlet (1) enters the B chamber. In the pressure-maintaining state, the boost solenoid valve (20) is in a disconnected state, the standby solenoid valve (21) is in a energized state, the decompression solenoid valve (6) is in a de-energized state, and the air inlet (1) is in a closed state. The air path between the C chamber and the A chamber is disconnected, and the pressures at the air outlet (2) and the B chamber remain unchanged; the electronic control unit (10) controls the pressure reducing solenoid valve (6) to be energized, the pressure increasing solenoid valve (20) is in a disconnected state, and the backup pressure solenoid valve (21) is in a powered state, and the compressed air in the C chamber is connected to the exhaust port (3) after passing through the pressure reducing solenoid valve (6). After the pressure in the C chamber is reduced, the exhaust valve of the valve assembly (14) opens, and the compressed air in the B chamber and the air outlet (2) is discharged through the exhaust port (3).

7. The EBS axle control module assembly according to claim 1, characterized in that: The valve assembly (14) and the lower body (24) form an exhaust valve port, and the valve assembly (14) and the piston assembly (7) form an intake valve port. During the pressurization process, the piston assembly (7) moves downward to close the exhaust valve port and open the intake valve port, so that the intake port (1) and the B chamber are connected. During the decompression process, the piston assembly (7) moves upward to open the exhaust valve port and close the intake valve port, so that the intake port (1) and the B chamber are disconnected, and the B chamber is connected to the exhaust port (3).

8. The EBS axle control module assembly according to claim 1, characterized in that: The electric control unit (10) is fixed on the upper cover (5) by means of screws, and the electric control unit (10) transmits an electric signal to the solenoid valve through the crown spring assembly to control the solenoid valve.

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