Valve device for a vehicle electronic brake system and vehicle electronic brake system

Abstract

The utility model relates to a valve device for a vehicle electronic brake system and the vehicle electronic brake system. The valve device comprises a shell; an actuation assembly having a push rod; a first piston; a first spacer in which a pilot chamber in the housing is in fluid communication with a brake pedal side of a brake circuit of the vehicle electronic brake system; a second spacer having a control chamber in fluid communication with a brake side of the brake circuit and a high pressure chamber in fluid communication with a high pressure source side of the brake circuit; a relay valve comprising a second piston, in an unactivated valve position in which the push rod retracts and the second piston abuts against the second spacer to isolate the high pressure chamber from the control chamber, and in a working valve position in which the actuation assembly extends and urges the first piston through the second spacer to urge the second piston to fluidly communicate the high pressure chamber with the control chamber, high-pressure gas from the high-pressure gas source side enters the brake side through the high-pressure cavity and the control cavity so as to be used for generating brake pressure. According to the valve device and system, the risk that the electromagnetic valve fails is reduced.

Description

Technical Field

[0001] The present application relates to a valve device for a vehicle electronic brake system and a vehicle electronic brake system. Background Art

[0002] A vehicle's electronic brake system (EBS) typically includes an electronic control unit and three brake circuits to facilitate comfortable, electronically controlled braking. Each brake circuit utilizes a valve assembly to modulate compressed air from a high-pressure air source to the desired braking pressure. Current valve assemblies are complex in structure, and their associated pipelines contain numerous solenoid valves, each with its own unique function. Consequently, failure of one of the solenoid valves is a common problem, and the current valve assembly also exhibits relatively slow response during braking. Utility Model Content

[0003] An object of the present application is to provide an improved valve device for a vehicle electronic brake system and a vehicle electronic brake system to solve some problems existing in the prior art.

[0004] According to a first aspect of the present application, a valve device for a vehicle electronic brake system is provided, comprising: a housing; an actuating assembly extending from a first axial end of the housing into the housing, the actuating assembly having a push rod; a first piston slidably mounted on the actuating assembly; a first spacer disposed on the periphery of the first piston, a pilot chamber in the housing being between the first spacer and the first axial end and being fluidically connected to a brake pedal side of a brake circuit of the vehicle electronic brake system; a second spacer disposed in the housing, a control chamber being between the first spacer and the second spacer and being fluidically connected to a brake side of the brake circuit, and a high-pressure chamber being in the second spacer. The cam is secured to the brake by means of a lever, which is secured to the brake by means of a lever, and the push rod is engaged to the push rod and the control lever, and the push rod is engaged to the push rod and the control lever, and the push rod is engaged to the push rod and the control lever, and the push rod is engaged to the control lever, and the control lever ...

[0005] Optionally, the relay valve also includes a central channel that connects the control chamber fluid to the external environment. In the unactivated valve position of the valve device, the first piston is disengaged from the second piston so that the control chamber fluid is connected to the central channel. In the working valve position of the valve device, the first piston abuts against the second piston so that the control chamber is isolated from the high-pressure chamber.

[0006] Optionally, the valve device comprises a first spring at least partially arranged around the first piston, the first spring being configured to push against the first piston such that in the unactuated valve position of the valve device the first piston is disengaged from the second piston.

[0007] Optionally, the valve device also includes a solenoid valve, which is configured to open a port of the shell when the power is off and close the port when the power is on. The port connects the pilot chamber in parallel to the brake side of the brake circuit and the external environment. In the unactivated valve position of the valve device, the solenoid valve is de-energized.

[0008] Optionally, the valve device is configured to energize the solenoid valve in the working valve position of the valve device when the actuating assembly is functioning normally and to keep the solenoid valve de-energized in the working valve position of the valve device when the actuating assembly is malfunctioning.

[0009] Optionally, the valve device further includes a pressure sensor configured to detect a pressure in the control chamber to modulate the brake pressure based on the detected pressure.

[0010] Optionally, the actuating assembly further includes: a first sleeve extending from the first axial end of the housing into the housing, the first piston being slidably mounted on the first sleeve; and a motor disposed in the first sleeve, the motor driving the push rod to retract or extend.

[0011] Optionally, the relay valve further comprises: a second sleeve extending from the second axial end of the housing into the housing; and a second spring received in the second sleeve; wherein the second piston is slidably mounted on the second sleeve to be pushed by the second spring.

[0012] Optionally, the first piston includes a cylindrical layer extending axially to slide with the outer periphery of the first sleeve, and the axial length of the cylindrical layer is equal to or less than the axial length of the outer periphery of the first sleeve; the first piston includes an abutment convex ring, the abutment convex ring is configured to abut against the second piston; and a stop member is arranged between the first spacer and the first axial end of the housing to limit the sliding range of the first spacer and therefore the first piston.

[0013] According to a second aspect of the present application, a vehicle electronic braking system is provided, characterized in that it includes: an electronic control device; a single-channel electronic pneumatic modulator, a dual-channel electronic pneumatic modulator and a trailer control valve device, wherein at least one of the single-channel electronic pneumatic modulator, the dual-channel electronic pneumatic modulator and the trailer control valve device includes the above-mentioned valve device, wherein the electronic control device is configured as a control valve device.

[0014] The valve device provided herein can rely on an actuating assembly, such as one comprising a motor and a push rod, to directly push the first piston to complete all operations of the valve device during braking. This reduces the risk of failure of one of the multiple solenoid valves, simplifies the valve device structure, and improves the valve device's response speed during braking. Furthermore, the use of solenoid valves further enhances the valve device's reliability during braking. The vehicle electronic braking system provided herein will also possess the aforementioned advantages by utilizing such a valve device.

[0015] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0017] Figure 1 is a schematic block diagram of a vehicle electronic braking system according to an embodiment of the present application.

[0018] Figure 2 According to one embodiment of the present application, Figure 1 A schematic cross-sectional view of a valve device of a vehicle electronic brake system.

[0019] Figure 3 yes Figure 2 Another schematic cross-sectional view of a valve arrangement. DETAILED DESCRIPTION

[0020] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0021] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0022] Technologies, methods, devices and systems known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, devices and systems should be considered part of the specification.

[0023] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0024] Figure 1FIG1 shows an exemplary vehicle electronic brake system 100 of the present application, which is particularly suitable for a truck including a tractor and a trailer, and can include an electronic control device 10 and three brake circuits, namely, a first brake circuit, a second brake circuit and a third brake circuit. The electronic control device 10 serves as the central control center of the vehicle electronic brake system 100 and can be connected in a wired or wireless manner (e.g., Figure 1 The electronic control device 10 and the electronic devices may be powered by a vehicle battery (not shown) and / or control at least some of the electronic devices associated with the three brake circuits.

[0025] The first brake circuit starts with the first air tank 12. The first air tank 12 is connected in parallel to a first air inlet 14a1 of a brake pedal 14 and a first air inlet 16a1 of a single-channel electronic pneumatic modulator (EPM) 16 via pipes. A first air outlet 14b1 of the brake pedal 14 is connected via a pipe to a second air inlet 16a2 of the EPM 16. An exemplary air outlet 16b of the EPM 16 is connected via a pipe to an air inlet 18a of an anti-lock brake system (ABS) valve 18. Furthermore, an exemplary air outlet 18b of the ABS valve 18 is connected via a pipe to an exemplary front wheel brake 20 for braking the front wheels during driving. It will be appreciated that the number of the exemplary air outlet 16b of the EPM 16, the exemplary ABS valve 18, and the exemplary front wheel brake 20 will be determined based on the number of front wheels.

[0026] The second brake circuit starts with the second air tank 22, which is connected in parallel to the second air inlet 14a2 of the brake pedal 14 and the first air inlet 24a1 of the dual-channel electronic pneumatic modulator 24 (dual-channel EPM) via a pipeline. The second air outlet 14b2 of the brake pedal 14 is then connected in parallel to the second air inlet 24a2 of the dual-channel electronic pneumatic modulator 24 and the first air inlet of the trailer control valve device 26 via a pipeline. Furthermore, the exemplary air outlet 24b of the dual-channel electronic pneumatic modulator 24 is connected via a pipeline to the exemplary rear wheel brake 28 for braking the rear wheels during driving. It will be understood that the number of exemplary air outlets 24b of the dual-channel electronic pneumatic modulator 24 and the exemplary rear wheel brake 28 will be determined based on the number of rear wheels.

[0027] The third brake circuit starts with the third air tank 30, which is connected in parallel to the air inlet 32a of the parking brake operating device 32 (for example, a handbrake) and the second air inlet 26a2 of the trailer control valve device 26 via pipelines, and then connected from the first air outlet 32b1 of the parking brake operating device 32 to the third air inlet 26a3 of the trailer control valve device 26 via a pipeline, and at the same time, from the second air outlet 32b2 of the parking brake operating device 32 to the first air inlet 34a of the separate control valve 34 via a pipeline. The exemplary air outlet 34b of the separate control valve 34 is connected to the parking brake 36 of the rear wheels for braking the rear wheels when parking. In the case where the vehicle electronic brake system 100 is used for a truck, the exemplary air outlet 26b of the trailer control valve device 26 will be connected to the pneumatic system of the trailer and finally to the trailer wheel brake 38 to brake the exemplary trailer wheels during driving in a manner ready for use in the second brake circuit. It will be appreciated that the number of exemplary air outlets 26 b of the trailer control valve assembly 26 and the number of exemplary trailer wheel brakes 38 will be determined based on the number of trailer wheels.

[0028] The compressed air in the first to third air tanks 12 , 22 , 30 may come from at least one air compressor (not shown).

[0029] In the vehicle electronic brake system 100, when the brake pedal 14 is depressed, the electronic brake sensor associated with the brake pedal 14 detects the degree to which the brake pedal 14 is depressed and generates a brake request signal related to the degree to which the brake pedal 14 is depressed. The electronic control unit 10 determines a desired brake pressure based on the brake request signal from the electronic brake sensor and controls, based on the desired brake pressure, the relevant electronic components (e.g., motors, solenoid valves) in any one of the single-channel electronic pneumatic modulator 16, the dual-channel electronic pneumatic modulator 24, and the trailer control valve device 26, so that the pressure of the compressed air from any one of the first to third air tanks 12, 22, 30 is modulated in any one of the single-channel electronic pneumatic modulator 16, the dual-channel electronic pneumatic modulator 24, and the trailer control valve device 26. At the same time, each of the single-channel electronic pneumatic modulator 16, the dual-channel electronic pneumatic modulator 24, and the trailer control valve device 26 is equipped with a pressure sensor 84 to detect in real time whether the compressed air therein is modulated to have the desired brake pressure.

[0030] Therefore, for the vehicle electronic braking system 100, the compressed air is modulated to have the desired braking pressure mainly through electronic control, and in the event of failure of the relevant electronic components, the pressure of the compressed air can be modulated purely pneumatically in any one of the single-channel electronic pneumatic modulator 16, the dual-channel electronic pneumatic modulator 24 and the trailer control valve device 26 through the redundant pipelines designed in the first to third brake circuits.

[0031] Any of the single-channel electronic pneumatic modulator 16, the dual-channel electronic pneumatic modulator 24 and the trailer control valve device 26 mentioned here can include the exemplary valve device 200 of the present application, and in particular, the exemplary valve device 200 of the present application can serve as a part of the trailer control valve device 26.

[0032] by Figure 2 For example, the exemplary valve device 200 includes: a housing 40, which may include a separate housing end cover 41 and a base 43, which are sealed together; an actuating assembly extending axially from a first axial end of the housing 40, i.e., the housing end cover 41, into the housing 40; and a first piston 44 slidably mounted on the actuating assembly.

[0033] For example, the actuating assembly includes: a first sleeve 46 extending axially from a first axial end of the housing 40, i.e., the housing end cap 41, into the housing 40. In some embodiments, including the present embodiment, the first sleeve 46 is integrally formed with the housing end cap 41; in other embodiments, the first sleeve 46 may be provided separately, as long as the first sleeve 46 is fixed relative to the housing 40. A first piston 44 is slidably mounted on the first sleeve 46. For example, the first piston 44 includes a cylindrical layer 44a extending axially to slideably engage with the radial outer circumferential surface of the first sleeve 46, and an abutment connector 44b provided at a first axial end of the cylindrical layer 44a. The axial length of the cylindrical layer 44a is equal to or less than the axial length of the radial outer circumferential surface of the first sleeve 46. A motor 52 is provided in the first sleeve 46; and a push rod 53 driven by the motor 52. The push rod 53 can convert the rotational motion of the motor 52 into linear motion, thereby retracting or extending until it abuts against the abutment connector 44b of the first piston 44, thereby pushing the first piston 44 relative to the first sleeve 46.

[0034] A first spacer 56 is disposed on the radially outer circumferential surface of the first piston 44, for example, near the second axial end of the cylindrical layer 44a. In some embodiments, including the present embodiment, the first spacer 56 is integrally formed with the first piston 44. In other embodiments, the first spacer 56 may be disposed separately, as long as it can isolate the pilot chamber 60 from the control chamber 66 to form substantially closed chambers relative to each other. Both axial end surfaces of the first spacer 56 can be at least partially bent, tilted, or curved toward the second axial end of the housing 40 to form an umbrella-shaped canopy that substantially covers the radial cross-section of the inner wall of the housing 40. An elastic sealing ring 58 can be disposed on the radially outer circumferential surface of the first spacer 56. The elastic sealing ring 58 is squeezed and deformed by contact with the inner wall of the housing 40 and can slide relative to the inner wall. Furthermore, a stopper 59 can be disposed between the first spacer 56 and the first axial end of the housing 40 to limit the sliding range of the first spacer 56 and, therefore, the first piston 44.

[0035] A pilot chamber 60 is defined within the housing 40 by the first spacer 56 and the inner wall of the housing 40 at its first axial end. The pilot chamber 60 is configured to be fluidically connected to the brake pedal side of any of the first through third brake circuits via the first port 40a of the housing 40. Specifically, the first port 40a of the housing 40 can function as the second air inlet 16a2 of the single-channel electro-pneumatic modulator 16, the second air inlet 24a2 of the dual-channel electro-pneumatic modulator 24, or the third air inlet 26a3 of the trailer control valve assembly 26. The first port 40a can also be fluidically connected in parallel to the external environment. Optionally, the valve assembly 200 further includes a solenoid valve 82, which is configured to open the first port 40a when de-energized and close it when energized. In other words, the solenoid valve 82 is a normally closed solenoid valve.

[0036] The valve device 200 further includes a second spacer 62 disposed within the housing 40. The second spacer 62 is located in the middle of the housing 40, is annular, and has an inner ring portion 62a with an opening. The inner ring portion 62a is angled toward the second axial end of the housing 40 to form a smaller contact surface. Furthermore, a fixed and sealed integral ring 64 may be disposed between the radially outer circumferential surface of the second spacer 62 and the inner wall of the housing 40. It will be appreciated that the second spacer 62 is formed separately in some embodiments, including this one, but the second spacer 62 may also be formed integrally with the housing 40, eliminating the need for the fixed and sealed integral ring 64.

[0037] A control chamber 66 in the housing 40 is defined by the first spacer 56, the second spacer 62, and the inner wall of the housing 40 between the first spacer 56 and the second spacer 62. The control chamber 66 is substantially isolated from the pilot chamber 60. The control chamber 66 is fluidically connected to the front wheel brake side of the first brake circuit, the rear wheel brake side of the second brake circuit, or the trailer wheel brake side of the third brake circuit via the second port 40b of the housing 40. That is, the second port 40b of the housing 40 can be used as an exemplary air outlet 16b of the single-channel electronic-pneumatic modulator 16, an exemplary air outlet 24b of the dual-channel electronic-pneumatic modulator 24, or an exemplary air outlet 26b of the trailer control valve device 26.

[0038] A high-pressure chamber 68 in the shell 40 is defined by the second spacer 62 and the inner wall of the shell 40 at its second axial end, and the high-pressure chamber 68 is fluidically connected to a high-pressure gas source via the third port 40c of the shell 40, i.e., any one of the first to third gas tanks 12, 22, 30, i.e., the third port 40c of the shell 40 can be used as the first air inlet 16a1 of the single-channel electronic pneumatic modulator 16, the first air inlet 24a1 of the dual-channel electronic pneumatic modulator 24, or the second air inlet 26a2 of the trailer control valve device 26.

[0039] A first spring 57 is disposed between the first spacer 56 and the second spacer 62, at least partially surrounding the first piston 44. The first spring 57 is configured as, but not limited to, a coil spring, one end of which abuts the first piston 44 and the other end abuts the spring-loaded portion 62b of the second spacer 62, thereby pushing against the first piston 44. When the first spring 57 is compressed, the first piston 44 tends to move toward the first axial end of the housing 40 due to the thrust of the first spring 57 until the first spacer 56 abuts the stopper 59. The spring-loaded portion 62b is located adjacent to the inner ring portion 62a and has multiple axial through-holes to prevent compressed air from the high-pressure gas source from entering the control chamber 66 from the high-pressure chamber 68.

[0040] The valve device 200 further includes a relay valve 70 extending axially from the second axial end of the housing 40 into the housing 40 , located within the high-pressure chamber 68 , and opposite to the actuating assembly.

[0041] For example, the relay valve 70 includes: a second sleeve 72 extending axially from the second axial end of the housing 40 into the housing 40, the second sleeve 72 including a radial outer cylindrical layer 72a and a radial inner cylindrical layer 72b defining an annular groove; a second spring 74 received in the annular groove; a second piston 76 including a radial outer cylindrical layer 76a, a radial inner cylindrical layer 76b, and an abutment connection piece 76c connecting the radial outer cylindrical layer 76a and the radial inner cylindrical layer 76b, the second piston 76 is slidably mounted on the second sleeve 72 to be pushed by the second spring 74, that is, the second spring 74 is compressed, and the second piston 76 tends to move toward the second spacer 62 due to the thrust from the second spring 74 until the abutment connection piece 76c of the second piston 76 abuts against the contact end surface of the second spacer 62. For example, a stopper-seal integral ring 78 may be provided between the radially outer cylindrical layer 76 a of the second piston 76 and the radially outer cylindrical layer 72 a of the second sleeve 72 to seal the second spring 74 in the annular groove and limit the sliding range of the second piston 76 .

[0042] The radially inner barrel layer 72b of the second sleeve 72 and the radially inner barrel layer 72b of the second piston 76 further define a central passage 80, and the second axial end of the housing 40 further includes a fourth port 40d that fluidically connects the central passage 80 of the second sleeve 72 to the ambient environment. When the abutment connector 44b of the first piston 44 abuts the abutment connector 76c of the second piston 76, the control chamber 66 is isolated from the central passage 80 of the second sleeve 72 and, therefore, the ambient environment. Specifically, the abutment connector 44b of the first piston 44 may include an abutment collar 44b1 extending axially away from the barrel layer 44a. The abutment collar 44b1 abuts the abutment connector 76c of the second piston 76 to facilitate isolation. The abutting protrusion 44b1 is integrally formed with the abutting connection piece 44b in some embodiments including this embodiment, and can be provided separately in other embodiments, as long as the abutting protrusion 44b1 can abut against the abutting connection piece 76c of the second piston 76 to help achieve isolation.

[0043] In the vehicle electronic brake system 100, the electronic control unit 10 determines the desired brake pressure based on the brake request signal from the electronic brake sensor, and controls the actuating assembly and the optional solenoid valve 82 based on the desired brake pressure so that the compressed air from the first to third air tanks 12, 22, 30 is modulated to the desired brake pressure in the valve device 200.

[0044] Here, the valve device 200 includes Figure 3 The working valve position shown corresponds to the working state of the valve device 200, and the valve device 200 also includes the following Figure 2 The deactivated valve position shown corresponds to the stopped state of the valve device 200. In the activated valve position of the valve device 200, the electronic control unit 10 controls the motor 52 to energize, thereby driving the push rod 53 to extend and push the first piston 44. First, the abutting connector 44b of the first piston 44 abuts the abutting connector 76c of the second piston 76, isolating the control chamber 66 from the central passage 80 of the second sleeve 72. Then, the first piston 44 passes through the second spacer 62 to push the second piston 76 toward the second axial end of the housing 40. As a result, the abutting connector 76c of the second piston 76 disengages from the contact end surface of the second spacer 62, forming a gap 77 that connects the control chamber 66 to the high-pressure chamber 68. At this time, high-pressure gas from the high-pressure gas source enters the front wheel brake side of the first brake circuit, the rear wheel brake side of the second brake circuit, or the trailer wheel brake side of the third brake circuit through the high-pressure chamber 68 and the control chamber 66 to generate brake pressure. Alternatively, since the actuating assembly is functioning normally, in the working valve position, the solenoid valve 82 will be energized to close the first port 40 a .

[0045] As explained above, a pressure sensor 84 is arranged in the control chamber 66 of the valve device 200, for example, on the first spacer 56, to detect the detected pressure of the compressed air in the control chamber 66 in real time during the period when the valve device 200 modulates the desired brake pressure, and transmits a pressure signal related to the detected pressure to the electronic control device 10. The electronic control device 10 then controls the number of rotations or angles of the motor 52 based on the difference between the desired brake pressure and the detected pressure to control the degree of retraction or extension of the push rod 53, thereby adjusting the size of the gap 77.

[0046] In addition, as described above, in the working valve position, when the actuating assembly fails, the solenoid valve 82 will remain de-energized to keep the first port 40 a open, whereby the first piston 44 and the first spacer 56 can still be pushed purely pneumatically by the pressure of the compressed air received from the first port 40 a on the brake pedal side of any one of the first to third brake circuits to generate brake pressure.

[0047] When the brake pedal 14 is released, the electronic control unit 10 will stop receiving the brake request signal, and the control valve device 200 will enter / re-enter the unactivated valve position from the first working valve position. In the unactivated valve position, the electronic control unit 10 controls the number of rotations or angles of the motor 52 to control the push rod 53 to fully retract. The second piston 76 will move toward the second spacer 62 due to the thrust of the second spring 74 and push back the first piston 44 until the abutment connector 76c of the second piston 76 is restored to abut against the contact end face of the second spacer 62 to isolate the high-pressure chamber 68 from the control chamber 66. On the one hand, the pressure of the residual compressed air remaining in the control chamber 66 and from the front wheel brake side of the first brake circuit, the rear wheel brake side of the second brake circuit, or the trailer wheel brake side of the third brake circuit is still significantly greater than that of the pilot chamber 60. Due to the pressure difference between the control chamber 66 and the pilot chamber 60, and also due to the thrust of the first spring 57, the first piston 44 and the first spacer 56 will continue to retract after the abutment connection 76c of the second piston 76 is restored to abut against the contact end surface of the second spacer 62. As a result, the abutment connection 44b of the first piston 44 will be disengaged from the abutment connection 76c of the second piston 76, so that the control chamber 66 fluid is connected to the central channel 80 of the second sleeve 72 and therefore the external environment. As a result, the residual compressed air in the control chamber 66 is quickly discharged to the external environment. On the other hand, since the actuating assembly works normally, in the unactivated valve position, the solenoid valve 82 is de-energized to close the first port 40 a , and the remaining compressed air (if any) in the pilot chamber 60 can be discharged to the external environment through the first port 40 a .

[0048] Although some specific embodiments of the present application have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present application. It should be understood by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present application. The scope of the present application is defined by the appended claims.

Claims

1. A valve device (200) for a vehicle electronic brake system (100), characterized in that: include: Housing (40); An actuating assembly extending from a first axial end of the housing (40) into the housing (40), the actuating assembly having a push rod (53); A first piston (44) slidably mounted on the actuating assembly; a first spacer (56) disposed on the outer periphery of the first piston (44), a pilot chamber (60) in the housing (40) being between the first spacer (56) and the first shaft end and being fluidically connected to a brake pedal side of a brake circuit of a vehicle electronic brake system (100); A second spacer (62) is disposed in the housing (40), the control chamber (66) is between the first spacer (56) and the second spacer (62) and is fluidically connected to the brake side of the brake circuit, and the high-pressure chamber (68) is between the second spacer (62) and the second axial end of the housing (40) and is fluidically connected to the high-pressure gas source side of the brake circuit; A relay valve (70) extends from the second axial end of the housing (40) into the housing (40), the relay valve (70) including a second piston (76), In the unactuated valve position of the valve device (200), the push rod (53) is retracted and the second piston (76) abuts against the second spacer (62) to isolate the high pressure chamber (68) from the control chamber (66); and In the working valve position of the valve device (200), the actuating assembly extends and pushes the first piston (44) through the second spacer (62) toward the second axial end of the housing (40) to connect the high-pressure chamber (68) fluid to the control chamber (66), and the high-pressure gas from the high-pressure gas source side enters the brake side through the high-pressure chamber (68) and the control chamber (66) to generate braking pressure.

2. The valve device (200) according to claim 1, characterized in that The relay valve (70) further includes a central passage (80) for connecting the control chamber (66) fluid to the external environment. In the unactivated valve position of the valve device (200), the first piston (44) is disengaged from the second piston (76) so that the control chamber (66) fluid is connected to the central passage (80). In the operating valve position of the valve device (200), the first piston (44) abuts against the second piston (76) so that the control chamber (66) is isolated from the high-pressure chamber (68).

3. The valve device (200) according to claim 2, characterized in that The valve device (200) includes a first spring (57) at least partially disposed around the first piston (44), the first spring (57) being configured to push against the first piston (44) so ​​that the first piston (44) is disengaged from the second piston (76) in an unactivated valve position of the valve device (200).

4. The valve device (200) according to any one of claims 1 to 3, characterized in that The valve device (200) further includes a solenoid valve (82), which is configured to open a port of the housing (40) in a de-energized state and close the port in a energized state, wherein the port connects the pilot chamber (60) to the brake side of the brake circuit and the external environment in parallel. In the unactivated valve position of the valve device (200), the solenoid valve (82) is de-energized.

5. The valve device (200) according to claim 4, characterized in that The valve device (200) is configured to energize the solenoid valve (82) in the working valve position of the valve device (200) when the actuating assembly is operating normally and to keep the solenoid valve (82) de-energized in the working valve position of the valve device (200) when the actuating assembly is malfunctioning.

6. The valve device (200) according to any one of claims 1 to 3, characterized in that The valve arrangement (200) further includes a pressure sensor (84) configured to detect pressure in the control chamber (66) to modulate the brake pressure based on the detected pressure.

7. The valve device (200) according to any one of claims 1 to 3, characterized in that The actuation assembly also includes: A first sleeve (46) extends from a first axial end of the housing (40) into the housing (40), and a first piston (44) is slidably mounted on the first sleeve (46); A motor (52) is arranged in the first sleeve (46), and the motor (52) drives the push rod (53) to retract or extend.

8. The valve device (200) according to any one of claims 1 to 3, characterized in that The relay valve (70) further comprises: a second sleeve (72) extending from a second axial end of the housing (40) into the housing (40); and a second spring (74) received in the second sleeve (72); The second piston (76) is slidably mounted on the second sleeve (72) to be pushed by the second spring (74).

9. The valve device (200) according to any one of claims 1 to 3, characterized in that Also includes at least one of the following: The first piston (44) includes a cylindrical layer (44a) extending axially to slide with the outer periphery of the first sleeve (46), and the axial length of the cylindrical layer (44a) is equal to or less than the axial length of the outer periphery of the first sleeve (46); The first piston (44) includes an abutting protrusion (44b1), and the abutting protrusion (44b1) is configured to abut against the second piston (76); and A stopper (59) is provided between the first spacer (56) and the first axial end of the housing (40) to limit the sliding range of the first spacer (56) and thus the first piston (44).

10. A vehicle electronic braking system (100), characterized in that: include: An electronic control device (10); a single-channel electronic pneumatic modulator (16), a dual-channel electronic pneumatic modulator (24), and a trailer control valve device (26), wherein at least one of the single-channel electronic pneumatic modulator (16), the dual-channel electronic pneumatic modulator (24), and the trailer control valve device (26) comprises a valve device (200) according to any one of claims 1 to 9, wherein the electronic control device (10) is configured as a control valve device (200).

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