Integrated relay valve and brake system
By setting up independent driving and parking working chambers in the integrated relay valve, and using the valve chamber and valve core to connect the driving and parking control chambers, the dual braking and braking sensitivity problems are solved, and the reliability and safety of the braking system are achieved.
Patent Information
- Application Number
- CN202422392897.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-30
- Publication Date
- 2025-07-11
- Estimated Expiration
- 2034-09-30
AI Technical Summary
The existing integrated relay valve prevents the risk of driving braking failure and parking brake failure in the dual braking design, and the long channel design extends the pressure building and release time of driving braking, affecting braking sensitivity.
An independent driving working chamber and parking working chamber are set up, and the driving brake chamber and parking control chamber are connected through the movement of the valve chamber and valve core, ensuring that the air pressure state of the driving brake chamber does not affect the parking brake assembly, and the passage path is shortened to prevent double braking.
Effectively prevent double braking, avoid the accuracy and sensitivity of driving and parking braking, simplify pipeline connections, and improve the reliability of the braking system.
Smart Images
Figure CN223086021U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of braking, and more specifically, to an integrated relay valve and a braking system. Background Art
[0002] Relay valves are applied to the braking systems of commercial vehicles and other heavy trucks, playing the role of shortening the response time and the pressure building time. Conventionally, two relay valves are provided in the braking system, which are respectively used for service braking and parking braking. With the development of technology, an integrated relay valve that integrates the two relay valves into one has emerged to reduce the parts of the braking system and simplify the pipeline connection.
[0003] An integrated relay valve is provided with a service braking component located in the service control chamber and the service braking chamber, and a parking braking component located in the parking control chamber and the parking braking chamber. When air pressure is input into the service control chamber, the service braking component works, causing the air outlet of the service braking chamber to output air pressure, and the braking system enters the service braking state. When there is no air pressure input into the parking control chamber, there is no air pressure output from the air outlet of the parking braking chamber, and the braking system enters the parking braking state.
[0004] The design of the integrated relay valve also needs to consider preventing double braking. That is, in the case where there is air pressure input into the service control chamber and there is no air pressure input into the parking control chamber at the same time, it is necessary to avoid the simultaneous action of service braking and parking braking, otherwise it will cause overload damage to the mechanical transmission elements of the braking system.
[0005] The current integrated relay valves have the following problems in the design of preventing double braking.
[0006] For some integrated relay valves, the service control chamber is connected to the parking control chamber, so that when service braking is realized, the air outlet of the parking braking chamber maintains air pressure output. In this design, if the pipeline where the air inlet / outlet of the service braking chamber fails and disconnects, and there is always air pressure input into the service control chamber, a dangerous working condition will occur where service braking fails and parking braking cannot work.
[0007] For some integrated relay valves, a long channel is added to the side wall of the valve body to connect the service braking chamber and the parking control chamber, so that when the service braking circuit works normally, the air outlet of the parking braking chamber has air pressure output. The long channel added in this design greatly extends the service braking chamber, and thus extends the pressure building time and release time of service braking, which greatly affects the sensitivity of service braking.
[0008] It should be noted that the information disclosed in the above background art section is only used to enhance the understanding of the background of the present utility model, and thus may include information that does not constitute the prior art known to those of ordinary skill in the art. Summary of the Utility Model
[0009] In view of this, the present utility model provides an integrated relay valve and a braking system, which can effectively prevent double braking and avoid affecting the accuracy and sensitivity of the service braking and parking braking themselves.
[0010] According to one aspect of the present utility model, an integrated relay valve is provided, which is provided with a service working chamber and a parking working chamber. A service braking assembly that divides into a service control chamber and a service braking chamber is arranged in the service working chamber, and a parking braking assembly that divides into a parking control chamber and a parking braking chamber is arranged in the parking working chamber. Wherein, the service control chamber is independent of the parking working chamber, the service braking chamber is adjacent to the parking control chamber, and the integrated relay valve is further provided with: a valve chamber, located between the service braking chamber and the parking control chamber, and the valve chamber is respectively communicated with the air outlet of the service braking chamber, the parking valve interface and the parking control chamber; a valve core, arranged in the valve chamber, and the valve chamber can connect the air outlet of the service braking chamber or the parking valve interface with the parking control chamber as the valve core moves.
[0011] In some embodiments, when there is air pressure output from the air outlet of the service braking chamber and no air pressure input at the parking valve interface, the valve chamber connects the air outlet of the service braking chamber with the parking control chamber; when there is no air pressure output from the air outlet of the service braking chamber and no air pressure input at the parking valve interface, the valve core is in a free state; when there is air pressure input at the parking valve interface, the valve chamber connects the parking valve interface with the parking control chamber.
[0012] In some embodiments, the state where there is no air pressure output from the air outlet of the service braking chamber includes: there is air pressure input at the service valve interface and no air pressure output from the air outlet of the service braking chamber, and there is no air pressure input at the service valve interface and no air pressure output from the air outlet of the service braking chamber.
[0013] In some embodiments, when the valve core is in a free state, the valve chamber connects the parking valve interface with the parking control chamber.
[0014] In some embodiments, the state where there is air pressure input at the parking valve interface includes: there is no air pressure input at the service valve interface and there is air pressure input at the parking valve interface, and there is air pressure input at the service valve interface and there is air pressure input at the parking valve interface.
[0015] In some embodiments, along the height direction of the integrated relay valve, the service control chamber, the service braking chamber, the parking control chamber and the parking braking chamber are arranged in sequence.
[0016] In some embodiments, along the height direction of the integrated relay valve, the parking valve interface is flush with the valve chamber.
[0017] In some embodiments, the valve chamber communicates with the air outlet of the service brake chamber through a first passage, communicates with the parking valve interface through a second passage, and communicates with the parking control chamber through a third passage.
[0018] In some embodiments, the valve chamber has a first opening leading to the air outlet of the service brake chamber, a second opening leading to the parking valve interface, and a third opening leading to the parking control chamber; annular protrusions for sealingly cooperating with the first opening and the second opening are respectively provided at both ends of the valve core, and the valve core is spaced from the third opening.
[0019] In some embodiments, the service brake assembly includes a first piston that divides the service working chamber into the service control chamber and the service brake chamber, and a first valve located in the service brake chamber. The first piston can push the first valve to connect the air inlet and the air outlet of the service brake chamber, and the first piston and the first valve can respectively reset to connect the air outlet and the exhaust port of the service brake chamber; the parking brake assembly includes a second piston that divides the parking working chamber into the parking control chamber and the parking brake chamber, and a second valve located in the parking brake chamber. The second piston can push the second valve to connect the air inlet and the air outlet of the parking brake chamber, and the second piston and the second valve can respectively reset to connect the air outlet and the exhaust port of the parking brake chamber.
[0020] According to another aspect of the present invention, there is provided a braking system, including a service brake valve, a parking brake valve, a service brake air supply source, a parking brake air supply source, and a brake chamber including a service chamber and a parking chamber. The braking system further includes: the integrated relay valve as described in any of the above embodiments, wherein the service valve interface of the integrated relay valve is connected to the service brake valve, the parking valve interface is connected to the parking brake valve, the air inlet and the air outlet of the service brake chamber are respectively connected to the service brake air supply source and the service chamber of the brake chamber, and the air inlet and the air outlet of the parking brake chamber are respectively connected to the parking brake air supply source and the parking chamber of the brake chamber.
[0021] The beneficial effects of the present invention compared with the prior art at least include:
[0022] By making the service control chamber independent of the parking working chamber, the air pressure state of the service control chamber will not affect the working state of the parking brake assembly, thereby avoiding the dangerous working condition that the service brake fails and the parking brake cannot work.
[0023] By respectively connecting the air outlet of the service brake chamber, the parking valve interface, and the valve chamber of the parking control chamber, and the valve chamber connects the air outlet of the service brake chamber and the parking control chamber, or connects the parking valve interface and the parking control chamber as the spool moves, so that while there is air pressure output at the air outlet of the service brake chamber, the parking brake assembly also works under the air pressure of the parking control chamber to prevent double braking. And the service brake chamber is adjacent to the parking control chamber, and the valve chamber is arranged between the service brake chamber and the parking control chamber, thus shortening the path from the service brake chamber to the parking control chamber and hardly affecting the pressure build-up time and release time of the service brake.
[0024] Therefore, the integrated relay valve of the present invention can effectively prevent double braking, and at the same time avoid affecting the accuracy and sensitivity of the service brake and the parking brake itself.
[0025] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present invention. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present invention, and are used together with the specification to explain the principles of the present invention. Obviously, the drawings described below are only some embodiments of the present invention, and those of ordinary skill in the art can obtain other drawings based on these drawings without creative efforts.
[0027] Figure 1 Showing a schematic structural diagram of the integrated relay valve in the parking brake state according to an embodiment of the present invention;
[0028] Figure 2 Showing a schematic structural diagram of the integrated relay valve in the non-service brake state according to an embodiment of the present invention;
[0029] Figure 3 Showing a schematic structural diagram of the integrated relay valve in the service brake state according to an embodiment of the present invention;
[0030] Figure 4 Showing a schematic structural diagram of the integrated relay valve in the state of preventing double braking according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION
[0031] Now, the exemplary embodiments will be described more fully with reference to the accompanying drawings. However, the exemplary embodiments can be implemented in various forms and should not be construed as limited to the embodiments described herein. On the contrary, these embodiments are provided to make the present invention more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.
[0032] The accompanying drawings are only schematic illustrations of the present utility model and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and thus repeated descriptions thereof will be omitted.
[0033] When specifically describing, terms such as "first", "second" and the like do not denote any order, quantity or importance, but are only used to distinguish different components. The orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right" etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation to the present utility model. In addition, throughout the specification, when it is said that a device is "connected" to another device, this includes not only the case of direct connection, but also the case of indirect connection through other elements.
[0034] It should be noted that, without conflict, the embodiments of the present utility model and the features in different embodiments can be combined with each other.
[0035] Figure 1 Schematically shows the structure of the integrated relay valve in the embodiment of the present utility model. Referring to Figure 1 As shown, the integrated relay valve provided in the embodiment of the present utility model is provided with:
[0036] A driving working chamber 10 and a parking working chamber 30. In the driving working chamber 10, a driving braking assembly 20 that separates a driving control chamber 11 and a driving braking chamber 12 is provided. In the parking working chamber 30, a parking braking assembly 40 that separates a parking control chamber 31 and a parking braking chamber 32 is provided;
[0037] Wherein, the driving control chamber 11 is independent of the parking working chamber 30, the driving braking chamber 12 is adjacent to the parking control chamber 31, and the integrated relay valve is further provided with:
[0038] A valve chamber 51, located between the driving braking chamber 12 and the parking control chamber 31. The valve chamber 51 is respectively connected to the air outlet of the driving braking chamber 12, a parking valve interface 310 and the parking control chamber 31;
[0039] A valve core 52, arranged in the valve chamber 51. The valve chamber 51 can connect the air outlet of the driving braking chamber 12 or the parking valve interface 310 with the parking control chamber 31 as the valve core 52 moves.
[0040] By making the driving control chamber 11 independent of the parking working chamber 30, the air pressure state of the driving control chamber 11 will not affect the working state of the parking braking assembly 40, thereby avoiding the dangerous working condition where the driving braking fails and the parking braking cannot work.
[0041] By respectively connecting the air outlet of the service brake chamber 12, the parking valve interface 310, and the valve chamber 51 of the parking control chamber 31, and the valve chamber 51 is connected to the air outlet of the service brake chamber 12 and the parking control chamber 31 or the parking valve interface 310 and the parking control chamber 31 as the spool 52 moves, so that while there is air pressure output at the air outlet of the service brake chamber 12, the parking brake assembly 40 also works under the air pressure of the parking control chamber 31 to prevent double braking. And the service brake chamber 12 is adjacent to the parking control chamber 31, and the valve chamber 51 is arranged between the service brake chamber 12 and the parking control chamber 31, thus shortening the path from the service brake chamber 12 to the parking control chamber 31 and hardly affecting the pressure build-up time and release time of the service brake.
[0042] Therefore, the integrated relay valve of the present utility model can effectively prevent double braking and avoid affecting the accuracy and sensitivity of the service brake and the parking brake itself.
[0043] In the integrated relay valve, the service brake assembly 20 includes a first piston 21 that divides the service working chamber 10 into a service control chamber 11 and a service brake chamber 12, and a first valve 22 located in the service brake chamber 12. The first piston 21 can push the first valve 22 to connect the air inlet 120 and the air outlet (not specifically shown in the figure) of the service brake chamber 12. The first piston 21 and the first valve 22 can be reset respectively (the first piston 21 and the first valve 22 are respectively configured with return springs) to connect the air outlet and the exhaust port 60 of the service brake chamber 12. The parking brake assembly 40 includes a second piston 41 that divides the parking working chamber 30 into a parking control chamber 31 and a parking brake chamber 32, and a second valve 42 located in the parking brake chamber 32. The second piston 41 can push the second valve 42 to connect the air inlet (not specifically shown in the figure) and the air outlet 320 of the parking brake chamber 32. The second piston 41 and the second valve 42 can be reset respectively (the second piston 41 and the second valve 42 are respectively configured with return springs) to connect the air outlet and the exhaust port 60 of the parking brake chamber 32.
[0044] The connection relationship between the integrated relay valve and the components of the braking system includes: the service valve interface 110 of the service control chamber 11 is connected to the service brake valve of the braking system, the parking valve interface 310 of the parking control chamber 31 is connected to the parking brake valve of the braking system, the air inlet 120 and the air outlet of the service brake chamber 12 are respectively connected to the service brake air supply source and the service chamber of the brake chamber of the braking system, and the air inlet and the air outlet 320 of the parking brake chamber 32 are respectively connected to the parking brake air supply source and the parking chamber of the brake chamber of the braking system.
[0045] Figure 1The shown integrated relay valve is in the parking brake state. In the parking brake state, there is no air pressure input at the parking valve interface 310, the parking brake assembly 40 does not work, and there is no air pressure output at the air outlet of the parking brake chamber 32. As a result, the air supply to the parking chamber of the brake chamber is cut off, entering the parking brake state. At this time, the service brake circuit is in a non-operating state: there is no air pressure input at the service valve interface 110, the service brake assembly 20 does not work, and there is no air pressure output at the air outlet of the service brake chamber 12. The service chamber of the brake chamber does not work.
[0046] Figure 2 Schematically shows the structure of the integrated relay valve in the non-service braking state. Refer to Figure 2 As shown, in the non-service braking state, the service brake circuit is in a non-operating state. At this time, the working state of the parking brake circuit is as follows: The parking valve interface 310 inputs the control air pressure from the parking brake valve, pushing the valve core 52 to move to the valve cavity 51 to connect the parking valve interface 310 with the parking control chamber 31 (the movement path of the control air pressure can be referred to the arrow P1 shown); then, the control air pressure in the parking control chamber 31 pushes the second piston 41, and the second piston 41 pushes the second valve 42 to connect the air inlet of the parking brake chamber 32 with the air outlet 320; thus, the brake air pressure from the parking brake air supply source is output to the parking chamber of the brake chamber through the air inlet and the air outlet 320 of the parking brake chamber (the movement path of the brake air pressure can be referred to the arrow P2 shown). When there is air pressure input to the parking chamber of the brake chamber, the parking brake is released.
[0047] Among them, the valve cavity 51 has a first opening leading to the air outlet of the service brake chamber 12, a second opening leading to the parking valve interface 310, and a third opening leading to the parking control chamber 31; both ends of the valve core 52 are provided with annular protrusions for sealing cooperation with the first opening and the second opening of the valve cavity 51, and the valve core 52 is spaced from the third opening. When the parking valve interface 310 inputs the control air pressure, the control air pressure pushes the valve core 52 to the left, causing the valve core 52 to leave the second opening and seal the first opening, so that the second opening of the valve cavity 51 communicates with the third opening, connecting the parking valve interface 310 with the parking control chamber 31.
[0048] Figure 3 Schematically shows the structure of the integrated relay valve in the service braking state. Refer to Figure 3As shown, in the service brake state, the parking brake circuit remains in the working state of releasing the parking brake, that is: the control air pressure from the parking brake valve enters the parking control chamber 31 along the path shown by arrow P1, driving the parking brake assembly 40 to work, so that the brake air pressure from the parking brake air supply source enters the parking chamber of the brake chamber along the path shown by arrow P2 through the parking brake chamber 32, thereby releasing the parking brake. At this time, the working state of the service brake circuit is: the control air pressure from the service brake valve is input into the service control chamber 11 through the service valve interface 110 (the movement path of the control air pressure can be referred to the path shown by arrow P3), pushing the first piston 21 to move. Then the first piston 21 pushes the first valve 22, making the air inlet 120 of the service brake chamber 12 communicate with the air outlet, so that the brake air pressure from the service brake air supply source is output to the service chamber of the brake chamber through the air inlet 120 and the air outlet of the service brake chamber 12 (the movement path of the brake air pressure can be referred to the path shown by arrow P4), realizing the service brake.
[0049] Figure 4 Schematically shows the structure of the integrated relay valve in preventing the double braking state. Refer to Figure 4 As shown, when there is air pressure input at the service valve interface 110 and no air pressure input at the parking valve interface 310, corresponding to the actual working condition that the driver steps on the foot brake and pulls the hand brake simultaneously, making the service brake valve output air pressure and the parking brake valve stop outputting air pressure. At this time: the service brake circuit works normally, that is, the control air pressure from the service brake valve enters the service control chamber 11 along the path shown by arrow P3, driving the service brake assembly 20 to work, so that the brake air pressure from the service brake air supply source is output to the service chamber of the brake chamber along the path shown by arrow P4, realizing the service brake. Further, the air pressure at the air outlet of the service brake chamber 12 also pushes the valve core 52 to move along the path shown by arrow P5 to make the valve chamber 51 communicate with the air outlet of the service brake chamber 12 and the parking control chamber 31, so that the air pressure in the parking control chamber 31 drives the parking brake assembly 40 to work, so that the brake air pressure from the parking brake air supply source enters the parking chamber of the brake chamber along the path shown by arrow P2 through the parking brake chamber 32, releasing the parking brake to a certain extent and realizing the prevention of double braking.
[0050] Among them, when the air pressure at the air outlet of the service brake chamber 12 acts on the valve core 52, the valve core 52 is pushed to the right, so that the valve core 52 leaves the first opening of the valve chamber 51 and seals the second opening, making the first opening of the valve chamber 51 communicate with the third opening, and the valve chamber 51 communicates with the air outlet of the service brake chamber 12 and the parking control chamber 31.
[0051] Combined with Figure 1 and Figure 4As shown, in the integrated relay valve of the present utility model, the service control chamber 11 is independent of the parking working chamber 30. The parking control circuit uses the air pressure output from the air outlet of the service brake chamber 12 to release the parking brake. Once there is no air pressure output from the air outlet of the service brake chamber 12, the air pressure acting on the valve core 52 disappears; at this time, if there is no air pressure input at the parking valve interface 310, the integrated relay valve enters the parking brake state. In this way, the dangerous working condition where the service brake fails and the parking brake cannot work is avoided.
[0052] Combined with Figures 1 to 4 As shown, in the integrated relay valve of the present utility model, the service brake chamber 12 is adjacent to the parking control chamber 31. The valve chamber 51 is arranged between the service brake chamber 12 and the parking control chamber 31. The path through which the parking valve interface 310 is connected to the parking control chamber 31 via the valve chamber 51 and the path through which the air outlet of the service brake chamber 12 is connected to the parking control chamber 31 via the valve chamber 51 are both short, enabling the establishment and release of the parking brake to respond quickly, and the pressure build-up time and release time of the service brake are hardly affected. Thus, the integrated relay valve of the present utility model can prevent double braking while avoiding affecting the accuracy and sensitivity of the service brake and the parking brake themselves.
[0053] In some embodiments, when there is air pressure output from the air outlet of the service brake chamber 12 and there is no air pressure input at the parking valve interface 310, the valve chamber 51 connects the air outlet of the service brake chamber 12 and the parking control chamber 31, and the integrated relay valve enters Figure 4 the double-braking prevention state shown.
[0054] In some embodiments, when there is no air pressure output from the air outlet of the service brake chamber 12 and there is no air pressure input at the parking valve interface 310, the valve core 52 is in a free state, and the integrated relay valve enters Figure 1 the parking brake state shown. Among them, the state where there is no air pressure output from the air outlet of the service brake chamber 12 includes: there is air pressure input at the service valve interface 110 and there is no air pressure output from the air outlet of the service brake chamber 12 (at this time the service brake is in a failure state), and there is no air pressure input at the service valve interface 110 and there is no air pressure output from the air outlet of the service brake chamber 12. Among them, when the valve core 52 is in a free state, the valve chamber 51 connects the parking valve interface 310 and the parking control chamber 31, so that the parking brake can be quickly released subsequently, and when the air outlet of the service brake chamber 12 and the parking valve interface 310 both output air pressure to the valve chamber 51, the valve chamber 51 is in a state of connecting the parking valve interface 310 and the parking control chamber 31, and also enables the service brake to be established first and then the parking brake to be released accordingly in the case of double braking.
[0055] In some embodiments, when there is air pressure input at the parking valve interface 310, the valve cavity 51 connects the parking valve interface 310 to the parking control cavity 31. Among them, the state where there is air pressure input at the parking valve interface 310 includes: there is no air pressure input at the service valve interface 110 and there is air pressure input at the parking valve interface 310 (at this time, the integrated relay valve enters the Figure 2 service non-braking state shown), there is air pressure input at the service valve interface 110 and there is air pressure input at the parking valve interface 310 (at this time, the integrated relay valve enters the Figure 3 service braking state shown).
[0056] In some embodiments, along the height direction of the integrated relay valve, the service control cavity 11, the service braking cavity 12, the parking control cavity 31, and the parking braking cavity 32 are arranged in sequence. In this way, the service braking assembly 20 and the parking braking assembly 40 are respectively arranged at both ends of the integrated relay valve, and the service braking cavity 12 and the parking control cavity 31 are adjacent to each other.
[0057] In some embodiments, along the height direction of the integrated relay valve, the parking valve interface 310 is flush with the valve cavity 51. In this way, the setting of the valve cavity 51 basically does not affect the inherent path of the parking valve interface 310 leading to the parking control cavity 31, and the valve cavity 51 is located between the adjacent service braking cavity 12 and the parking control cavity 31, thereby avoiding affecting the accuracy and sensitivity of the service braking and the parking braking itself.
[0058] In some embodiments, the valve cavity 51 communicates with the air outlet of the service braking cavity 12 through the first channel 51a, communicates with the parking valve interface 310 through the second channel 51b, and communicates with the parking control cavity 31 through the third channel 51c.
[0059] The embodiment of the present invention also provides a braking system. As shown in combination with Figures 1 to 4 , the braking system is configured with the integrated relay valve described in any of the above embodiments. Among them, the service valve interface 110 of the integrated relay valve is connected to the service braking valve of the braking system, the parking valve interface 310 of the integrated relay valve is connected to the parking braking valve of the braking system, the air inlet 120 and the air outlet of the service braking cavity 12 of the integrated relay valve are respectively connected to the service braking air supply source and the service cavity of the brake chamber of the braking system, and the air inlet and the air outlet 320 of the parking braking cavity 32 of the integrated relay valve are respectively connected to the parking braking air supply source and the parking cavity of the brake chamber of the braking system.
[0060] The braking system of the present invention, with the help of the integrated relay valve, can reduce system parts and simplify pipeline connections; and the service braking circuit and the parking braking circuit of the integrated relay valve are independently designed, which can effectively prevent double braking and avoid affecting the accuracy and sensitivity of the service braking and the parking braking itself, ensure braking safety, and improve the reliability of the braking system.
[0061] The above content is a further detailed description of the present utility model in combination with specific preferred embodiments. It cannot be determined that the specific implementation of the present utility model is only limited to these descriptions. For those of ordinary skill in the technical field to which the present utility model pertains, without departing from the concept of the present utility model, several simple deductions or substitutions can still be made, and all should be regarded as belonging to the protection scope of the present utility model.
Claims
1. An integrated relay valve is provided with a service working chamber and a parking working chamber. A service braking assembly that divides the service working chamber into a service control chamber and a service braking chamber is arranged in the service working chamber, and a parking braking assembly that divides the parking working chamber into a parking control chamber and a parking braking chamber is arranged in the parking working chamber; It is characterized in that The service control chamber is independent of the parking working chamber. The service braking chamber is adjacent to the parking control chamber. The integrated relay valve is further provided with: A valve chamber is located between the service braking chamber and the parking control chamber. The valve chamber communicates with the air outlet of the service braking chamber, a parking valve interface, and the parking control chamber respectively; A valve core is arranged in the valve chamber. The valve chamber can connect the air outlet of the service braking chamber or the parking valve interface with the parking control chamber as the valve core moves.
2. The integrated relay valve according to claim 1, wherein, When there is air pressure output at the air outlet of the service braking chamber and no air pressure input at the parking valve interface, the valve chamber connects the air outlet of the service braking chamber with the parking control chamber; When there is no air pressure output at the air outlet of the service braking chamber and no air pressure input at the parking valve interface, the valve core is in a free state; When there is air pressure input at the parking valve interface, the valve chamber connects the parking valve interface with the parking control chamber.
3. The integrated relay valve according to claim 2, wherein, The state where there is no air pressure output at the air outlet of the service braking chamber includes: There is air pressure input at the service valve interface and no air pressure output at the air outlet of the service braking chamber, and there is no air pressure input at the service valve interface and no air pressure output at the air outlet of the service braking chamber.
4. The integrated relay valve according to claim 2, wherein When the valve core is in a free state, the valve chamber connects the parking valve interface with the parking control chamber.
5. The integrated relay valve according to claim 2, wherein, The state where there is air pressure input at the parking valve interface includes: There is no air pressure input at the service valve interface and there is air pressure input at the parking valve interface, and there is air pressure input at the service valve interface and there is air pressure input at the parking valve interface.
6. The integrated relay valve as claimed in claim 1, wherein Along the height direction of the integrated relay valve, the service control chamber, the service braking chamber, the parking control chamber, and the parking braking chamber are distributed in sequence.
7. The integrated relay valve according to claim 6, characterized in that, Along the height direction of the integrated relay valve, the parking valve interface is flush with the valve chamber.
8. The integrated relay valve according to claim 1, 6 or 7, characterized in that, The valve chamber communicates with the air outlet of the service braking chamber through a first channel, communicates with the parking valve interface through a second channel, and communicates with the parking control chamber through a third channel.
9. The integrated relay valve according to claim 1, wherein, The valve chamber has a first opening leading to the air outlet of the service braking chamber, a second opening leading to the parking valve interface, and a third opening leading to the parking control chamber; Ring-shaped protrusions for sealing cooperation with the first opening and the second opening are respectively arranged at both ends of the valve core, and the valve core is spaced from the third opening.
10. The integrated relay valve according to claim 1, characterized in that, The service braking assembly includes a first piston that divides the service working chamber into the service control chamber and the service braking chamber, and a first valve located in the service braking chamber. The first piston can push the first valve to connect the air inlet and the air outlet of the service braking chamber, and the first piston and the first valve can respectively reset to connect the air outlet and the exhaust port of the service braking chamber; The parking brake assembly includes a second piston that divides the parking working chamber into the parking control chamber and the parking brake chamber, and a second valve located in the parking brake chamber. The second piston can push the second valve to connect the air inlet and the air outlet of the parking brake chamber, and the second piston and the second valve can be reset respectively to connect the air outlet and the exhaust port of the parking brake chamber.
11. A braking system, comprising a service brake valve, a parking brake valve, a service brake air supply source, a parking brake air supply source, and a brake chamber including a service chamber and a parking chamber, characterized in that, The braking system further includes: The integrated relay valve according to any one of claims 1-10, wherein the service valve interface of the integrated relay valve is connected to the service brake valve, the parking valve interface is connected to the parking brake valve, the air inlet and the air outlet of the service brake chamber are respectively connected to the service brake air supply source and the service chamber of the brake chamber, and the air inlet and the air outlet of the parking brake chamber are respectively connected to the parking brake air supply source and the parking chamber of the brake chamber.