Two-position three-way electromagnetic valve, pneumatic braking system and vehicle

Abstract

The utility model relates to the technical field of vehicles, and provides a two-position three-way electromagnetic valve, a pneumatic braking system and a vehicle, the two-position three-way electromagnetic valve comprises a first connecting port, a second connecting port, a third connecting port and a branch connecting port, a first channel is formed between the first connecting port and the second connecting port, and a second channel is formed between the third connecting port and the branch connecting port; a first channel is formed between the first connecting port and the second connecting port, a second channel is formed between the second connecting port and the third connecting port, the branch connecting port and the third connecting port are connected in parallel, a third channel is formed between the branch connecting port and the second connecting port, in a power-on state, the first channel is communicated, and the second channel and the third channel are disconnected, and in a power-off state, the branch connecting port and the third connecting port are connected in parallel. And when the first channel is disconnected, the second channel and / or the third channel are / is communicated. According to the embodiment, the normal braking function of the vehicle can be guaranteed, the vehicle can run in severe environments such as windy and snowy weather, ice and snow roads and muddy roads for a long time, and the situation that braking force is insufficient or the braking function fails does not need to be worried about.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a two-position three-way solenoid valve, a pneumatic brake system and a vehicle. Background Art

[0002] Commercial vehicles are commonly used logistics transportation tools. They often need to transport goods or people between two places that are far apart. The transportation time is long and the transportation distance is long. Commercial vehicles often encounter rainy and snowy weather during transportation, or drive on icy roads, muddy roads and other harsh environments. Ice, snow and mud may cover the two-position three-way solenoid valve for exhaust on the chassis, resulting in poor exhaust, affecting the vehicle's braking function or causing brake failure. Utility Model Content

[0003] The present application provides a two-position three-way solenoid valve, a pneumatic braking system and a vehicle, which can improve the braking function of the vehicle.

[0004] A first aspect of the present application provides a two-position three-way solenoid valve, comprising:

[0005] a first connection port;

[0006] a second connecting port, wherein a first channel is formed between the first connecting port and the second connecting port;

[0007] a third connecting port, wherein a second channel is formed between the second connecting port and the third connecting port;

[0008] and at least one branch connection port, the branch connection port being connected in parallel with the third connection port, a third channel being formed between the branch connection port and the second connection port, wherein in a power-on state, the first channel is connected, the second channel and the third channel are disconnected, and in a power-off state, the first channel is disconnected, and the second channel and / or the third channel are connected.

[0009] According to the two-position three-way solenoid valve described in the first aspect of the present application, the first connection port and the second connection port can be connected to form a first channel, which can serve as a ventilation channel. When the power is on, the first channel is connected, and air can be introduced into the vehicle's brake structure through the first channel. The second connection port and the third connection port can be connected to form a second channel, which can serve as an exhaust channel. When the power is off, the first channel is disconnected, the second channel is connected, and air can be discharged through the second channel. The branch connection port is connected in parallel with the third connection port. When the power is off, when the third connection port is blocked, air can still pass through the third channel and be discharged through the branch connection port, thereby achieving the function of normal exhaust even when the third connection port is blocked.

[0010] The two-position three-way solenoid valve in the embodiment of the present application performs an exhaust function through a combination of the third connection port and the branch connection port. Under normal circumstances (mainly referring to the situation where the third connection port is not blocked), excess gas can be discharged through the third connection port. Under abnormal circumstances (mainly referring to the situation where the third connection port is blocked), excess gas can be discharged through the branch connection port. The normal exhaust function of the two-position three-way solenoid valve is achieved through the combination of the third connection port and the branch connection port, thereby ensuring the normal braking function of the vehicle. The vehicle can travel for a long time in harsh environments such as windy and snowy weather, icy roads, muddy roads, etc. without worrying about insufficient braking force or failure of the braking function.

[0011] In one possible implementation, the two-position three-way solenoid valve further includes:

[0012] A valve body structure, wherein the first connection port, the second connection port, the third connection port and the branch connection port are provided on the valve body structure.

[0013] In one possible implementation, the valve body structure has a transfer port formed inside it, and the transfer port is connected to the third connection port via a first pipe. At least one branch pipe is provided on the first pipe, and one end of the branch pipe forms the branch connection port.

[0014] In one possible implementation, a flow limiting valve is provided on the branch pipeline.

[0015] In one possible implementation, a one-way valve is provided on the branch pipeline.

[0016] In one possible implementation, the valve body structure includes:

[0017] lining;

[0018] and an outer shell, which surrounds the outside of the liner, the first connection port, the second connection port, the third connection port and the branch connection port are formed on the outer shell, the adapter port is formed on the liner, and the first pipe and the branch pipe are connected between the outer shell and the liner.

[0019] A second aspect of the present application provides a pneumatic brake system, comprising:

[0020] Air supply device;

[0021] Braking structure;

[0022] a brake pipeline, communicating between the air supply device and the brake structure;

[0023] a foot brake controller, arranged on the brake pipeline, for controlling the amount of air flowing to the brake structure;

[0024] and an auxiliary brake air path configured to be capable of passing air flow to the brake structure, the auxiliary brake air path being provided with the two-position three-way electromagnetic valve of the first aspect, in the energized state, the auxiliary brake air path passing air flow to the brake structure through the first passage, in the de-energized state, the auxiliary brake air path passing exhaust air flow through the second passage.

[0025] The pneumatic brake system according to the second aspect of the present application can realize the functions of regular braking and emergency braking of the vehicle, and based on the provision of the two-position three-way electromagnetic valve, the vehicle can be driven in harsh environments such as snow weather, icy road, muddy road, etc. for a long time without worrying about insufficient braking force or failure of the braking function.

[0026] In a possible implementation manner, the second connection port in the two-position three-way electromagnetic valve is communicated to the brake pipeline, the third connection port in the two-position three-way electromagnetic valve is exposed from the chassis of the vehicle, and the branch connection port in the two-position three-way electromagnetic valve is communicated to the brake pipeline.

[0027] In a possible implementation manner, the auxiliary brake air path further comprises:

[0028] A bidirectional check valve is arranged on the brake pipeline between the foot brake controller and the brake structure, the two-position three-way electromagnetic valve is communicated to the brake structure through the bidirectional check valve, and the foot brake controller is communicated to the brake structure through the bidirectional check valve.

[0029] In a possible implementation manner, the bidirectional check valve comprises a first check inlet, a second check inlet, and a check outlet, the first check inlet and the second check inlet are cut off, the check outlet is communicated to the brake structure, the foot brake controller is communicated to one of the first check inlet and the second check inlet, the second connection port is communicated to the other one of the first check inlet and the second check inlet, and the branch connection port is communicated to the brake pipeline between the bidirectional check valve and the foot brake controller.

[0030] In a possible implementation manner, the two-position three-way electromagnetic valve comprises:

[0031] A branch pipeline is communicated to the third connection port, and the branch pipeline forms the branch connection port, a flow limiting valve and a one-way valve are arranged on the branch pipeline.

[0032] In a possible implementation manner, the pneumatic brake system further comprises:

[0033] a first airflow control valve, the first airflow control valve comprising a first airflow input port, a first airflow output port, and a first airflow control port, the first airflow control port being used to control the on-off between the first airflow input port and the first airflow output port;

[0034] The brake line comprises:

[0035] a first ventilation pipeline connected between the air supply device and the first air flow input port;

[0036] a first brake pipeline connected between the brake structure and the first airflow output port;

[0037] and a first control pipeline connected between the air supply device and the first airflow control port, and the foot brake controller is arranged on the first control pipeline.

[0038] In one possible implementation, the pneumatic braking system further includes:

[0039] An anti-lock braking device is arranged on the first brake pipe.

[0040] In one possible implementation, the pneumatic braking system further includes:

[0041] A system controller is electrically connected to the anti-lock braking device.

[0042] In one possible implementation, the pneumatic braking system further includes:

[0043] The handbrake control air circuit includes a handbrake controller. The handbrake control air circuit is connected to the braking structure. The handbrake controller is configured to control the on and off of the handbrake control air circuit.

[0044] In one possible implementation, the pneumatic braking system further includes:

[0045] a second airflow control valve, the second airflow control valve comprising a second airflow input port, a second airflow output port, and a second airflow control port, the second airflow control port being used to control the on-off between the second airflow input port and the second airflow output port;

[0046] The handbrake control air circuit includes:

[0047] a second ventilation pipeline connected between the air supply device and the second air flow input port;

[0048] a second brake pipeline connected between the brake structure and the second airflow output port;

[0049] and a second control pipeline connected between the air supply device and the second airflow control port, and the handbrake controller is arranged on the second control pipeline.

[0050] In one possible implementation, the air supply device includes:

[0051] purification unit;

[0052] and an air supply unit in which air is stored, and the purification unit is connected to the air supply unit.

[0053] A third aspect of the present application provides a pneumatic brake system, comprising:

[0054] First pneumatic brake system:

[0055] a second pneumatic braking system; and

[0056] Handbrake control air circuit,

[0057] The first pneumatic braking system and the second pneumatic braking system include:

[0058] Air supply unit;

[0059] Braking structure;

[0060] a brake pipeline, communicating between the air supply device and the brake structure;

[0061] a foot brake controller, arranged on the brake pipeline, for controlling the amount of air flowing to the brake structure;

[0062] and an auxiliary brake air circuit configured to be able to pass airflow into the brake structure, the auxiliary brake air circuit being provided with the two-position three-way solenoid valve described in the first aspect, wherein in a power-on state, the auxiliary brake air circuit passes airflow into the brake structure through the first channel, and in a power-off state, the auxiliary brake air circuit exhausts airflow through the second channel,

[0063] The handbrake control air circuit includes a handbrake controller and a handbrake air supply unit. The handbrake control air circuit is connected between the brake structure and the handbrake air supply unit. The handbrake controller is configured to control the on and off of the handbrake control air circuit.

[0064] According to the pneumatic braking system described in the third aspect of the present application, it is possible to realize conventional braking and emergency braking functions for the vehicle. Based on the setting of the two-position three-way solenoid valve, the vehicle can travel for a long time in harsh environments such as windy and snowy weather, icy roads, and muddy roads without worrying about insufficient braking force or failure of the braking function.

[0065] A fourth aspect of the present application provides a vehicle comprising the pneumatic braking system described in the second aspect.

[0066] A fifth aspect of the present application provides a vehicle comprising the pneumatic braking system described in the third aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] To more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0068] Figure 1 A schematic diagram of a pneumatic brake system according to an embodiment of the present application is shown;

[0069] Figure 2 A schematic structural diagram of a two-position three-way solenoid valve provided according to an embodiment of the present application is shown.

[0070] Reference numerals:

[0071] 100 - First pneumatic brake system; 110 - Air supply device; 120 - Braking structure; 130 - Brake line; 140 - Foot brake controller; 150 - Auxiliary brake air line; 160 - Anti-lock braking system; 170 - System controller; 111 - Air supply unit; 112 - Purification unit; 131 - First ventilation line; 132 - First brake line; 133 - First control line; 111a - First air supply unit; 111b - Second air supply unit; 111c - Third air supply unit; 111d - Fourth air supply unit;

[0072] 200-second pneumatic brake system;

[0073] 300-handbrake control air circuit; 310-second ventilation line; 320-second brake line; 330-second control line; 340-handbrake controller; 350-handbrake air supply unit; 360-handbrake one-way valve;

[0074] 10-front wheel;

[0075] 20-rear wheel;

[0076] 30 - two-position three-way solenoid valve; 31 - first connection port; 32 - second connection port; 33 - third connection port; 34 - branch connection port; 35 - first channel; 36 - second channel; 37 - valve body structure; 38 - adapter; 39 - third channel; 371 - lining; 372 - housing; 301 - first pipeline; 302 - branch pipeline; 303 - flow limiting valve; 304 - one-way valve;

[0077] 40-two-way shutoff valve; 41-first shutoff inlet; 42-second shutoff inlet; 43-shutoff outlet;

[0078] 50 - first airflow control valve; 51 - first airflow input port; 52 - first airflow output port; 53 - first airflow control port;

[0079] 60 - second airflow control valve; 61 - second airflow input port; 62 - second airflow output port; 63 - second airflow control port. DETAILED DESCRIPTION

[0080] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0081] Commercial vehicles typically use pneumatic braking, which involves ventilation to activate the brake mechanism on the wheels, gradually stopping the vehicle or keeping it stopped. A two-position, three-way solenoid valve, a crucial component of the pneumatic braking system, assists in braking the vehicle. For example, in emergencies such as vehicle deviation from its route, skidding, or a sudden obstacle ahead, the valve can be switched on to ventilate the wheel's brake mechanism, controlling its action and achieving emergency braking. Once the emergency is resolved, the valve must be switched off to deactivate the brake mechanism and release the emergency brake. During this process, excess air must be promptly expelled from the pneumatic braking system through the valve, as this can compromise the vehicle's functionality and even cause brake failure.

[0082] Based on this, in order to ensure the normal exhaust function of the two-position three-way solenoid valve and realize long-distance transportation of vehicles, it is usually necessary to regularly check the two-position three-way solenoid valve to ensure that the two-position three-way solenoid valve is always in a state of unobstructed exhaust. The operation method is complicated, and normal inspection work cannot achieve complete unobstructed operation of the two-position three-way solenoid valve.

[0083] Two-position, three-way solenoid valves are typically mounted on the vehicle's chassis. To facilitate exhaust, their exhaust ports are typically open and exposed from the chassis, making them susceptible to being blocked, or at least partially blocked. Due to the nature of commercial vehicles, they often encounter rain and snow during transportation, or travel on icy, snowy, or muddy roads. Ice, snow, and mud can cover the two-position, three-way solenoid valves on the chassis, preventing exhaust flow and potentially affecting the vehicle's braking function or causing brake failure.

[0084] Based on the above status quo and problems, an embodiment of the present application provides a two-position three-way solenoid valve, which has a modified structural design. The design principle is to innovate the exhaust design of the two-position three-way solenoid valve, so that it can still exhaust normally when the exhaust port is blocked. Based on the design of the two-position three-way solenoid valve, the vehicle can operate in harsh environments such as icy roads and muddy roads without worrying about the vehicle's braking function weakening or braking failure due to the blocking of the two-position three-way solenoid valve.

[0085] The two-position three-way solenoid valve in the embodiment of the present application has structurally redesigned the exhaust port, and the surrounding structure of the exhaust port has been expanded based on the exhaust port, mainly in that a branch exhaust port is added to the exhaust port. Under normal circumstances (mainly referring to the situation where the exhaust port is not blocked), excess gas can be discharged through the exhaust port. Under abnormal circumstances (mainly referring to the situation where the exhaust port is blocked), excess gas can be discharged through the branch exhaust port. The normal exhaust function of the two-position three-way solenoid valve is realized through the combination of the exhaust port and the branch exhaust port, thereby ensuring the normal braking function of the vehicle.

[0086] Based on the above-mentioned two-position three-way solenoid valve, an embodiment of the present application also provides a vehicle, which can be the above-mentioned commercial vehicle or a civilian vehicle. The specific type of vehicle is not limited. The vehicle adopts a pneumatic braking system, or a combination of a pneumatic braking system and a hydraulic braking system. The pneumatic braking system in the vehicle is provided with the above-mentioned two-position three-way solenoid valve to ensure the braking function of the vehicle under normal and abnormal conditions.

[0087] The vehicle in the embodiment of the present application can be provided with a group of front wheels and a group of rear wheels. There can be two front wheels and two rear wheels. In order to improve the braking effect, each wheel can be equipped with a braking structure. When braking is required, the braking structure is driven by air pressure to make a corresponding dynamic seat to achieve braking of the wheel.

[0088] In the embodiments of this application, it should be noted that the specific structure of the brake structure is not limited and can be selected based on different performance requirements. It is understood that the selected brake structure should be of a type that can be controlled by air pressure. For example, the brake structure should be equipped with a mechanism that can perform corresponding actions under air pressure. The specific operation of the brake structure and how it achieves wheel braking will not be described in detail in this application. It should be recognized that these specific operations and braking principles constitute part of the existing art.

[0089] When configuring a pneumatic braking system for a vehicle, it can be configured in at least three ways. The first way is to configure a pneumatic braking system for each braking structure, and multiple pneumatic braking systems are combined to achieve control of all braking structures. In this first way, multiple pneumatic braking systems can form multiple combinations, for example, all wheels can be braked at the same time, or some wheels can be braked at the same time. The second way is to configure a pneumatic braking system for each front wheel or rear wheel, and the two pneumatic braking systems can respectively achieve braking of a group of front wheels and a group of rear wheels. In this first way, the two pneumatic braking systems can simultaneously brake a group of front wheels and a group of rear wheels, or they can separately brake a group of front wheels and a group of rear wheels. The third way is to configure a pneumatic braking system for all wheels, and the pneumatic braking system can achieve synchronous braking control of all wheels.

[0090] To simplify the description and facilitate understanding, the embodiments of the present application will mainly use the second embodiment as an example to illustrate the structural composition of the pneumatic brake system and its braking principle. That is, in the following embodiments, the pneumatic brake system in the vehicle may include a first pneumatic brake system 100 and a second pneumatic brake system 200, wherein the first pneumatic brake system 100 can achieve braking of a group of front wheels 10, and the second pneumatic brake system 200 can achieve braking of a group of rear wheels 20. It is understandable that the pneumatic brake system formed by the second embodiment can be evolved into the above-mentioned first and third embodiments. This evolutionary method will be described in the following embodiments. For example, this evolutionary method can be achieved with the help of the airflow control valve (first airflow control valve 50) in the following embodiments.

[0091] Based on the usual operation of the vehicle, the first pneumatic brake system 100 and the second pneumatic brake system 200 can be implemented through the same foot brake controller 140, that is, the synchronous control of the first pneumatic brake system 100 and the second pneumatic brake system 200 can be achieved by operating the same foot brake controller 140. The foot brake controller 140 can serve as a common component of the first pneumatic control system 100 and the second pneumatic control system 200 and will be described in detail in the following embodiments.

[0092] In addition to the above, based on the hand brake structure, the vehicle can also be configured with a hand brake control gas path 300, which can realize hand brake braking of the vehicle. The hand brake control gas path 300 can be one component of the first pneumatic braking system 100 or the second pneumatic braking system 200. For example, in the following embodiments, it will be realized that the hand brake control gas path 300 and the first pneumatic braking system 100 can be arranged to share one gas supply unit 111, or the hand brake control gas path 300 and the second pneumatic braking system 200 can be arranged to share one gas supply unit 111. Of course, the hand brake control gas path 300, the first pneumatic braking system 100 and the second pneumatic braking system 200 can also be arranged to share one gas supply unit 111. The hand brake control gas path 300 can also be an independent part of the vehicle. The hand brake control gas path 300 is arranged in parallel with the first pneumatic braking system 100, or the hand brake control gas path 300 is arranged in parallel with the second pneumatic braking system 200. For example, in the following embodiments, it will also be realized that the hand brake control gas path 300 can be independently configured with one gas supply unit 111, for example, a hand brake gas supply unit can be independently configured.

[0093] In the embodiments of the present application, the first pneumatic braking system 100 and the second pneumatic braking system 200 have the same structure and braking principle. For the sake of simplicity, in the following embodiments, the first pneumatic braking system 100 will be mainly taken as an example for detailed description, which is used to control the braking of a group of front wheels 10. The structure of the second pneumatic braking system 200 can be arranged by referring to the first pneumatic braking system 100, which is used to control the braking of a group of rear wheels 20.

[0094] Figure 1 A schematic diagram of a pneumatic braking system according to an embodiment of the present application is shown. Please refer to Figure 1 In the embodiments of the present application, the first pneumatic braking system 100 includes a gas supply device 110, a brake structure 120, a brake pipeline 130, a foot brake controller 140 and an auxiliary brake gas path 150. The brake pipeline 130 is communicated between the gas supply device 110 and the brake structure 120. The foot brake controller 140 is arranged on the brake pipeline 130 and is used to control the gas flow to the brake structure 120.

[0095] The air supply device 110 is the air source for the first pneumatic brake system 100. It can store air. The air can flow from the air supply device 110 to the brake mechanism 120 via the brake line 130. During the flow of air to the brake mechanism 120, the foot brake controller 140 controls the flow of air, thereby enabling on / off control of the brake mechanism 120. It is understood that the amount of air flowing to the brake mechanism 120 can be controlled by varying the force applied to the foot brake controller 140, thereby achieving varying degrees of control over the brake mechanism 120. For example, when a greater force is applied to the foot brake controller 140, a greater amount of air flows to the brake mechanism 120, resulting in a greater air pressure acting on the brake mechanism 120 and a stronger braking effect on the wheels. When a lesser force is applied to the foot brake controller 140, a lesser amount of air flows to the brake mechanism 120, resulting in a lesser air pressure acting on the brake mechanism 120 and a weaker braking effect on the wheels.

[0096] The air supply device 110 may include an air supply unit 111. The air supply unit 111 may be designed as a bottle-shaped structure, and its capacity may be selected according to actual needs. For example, the capacity of the air supply unit 111 may be 20 liters, 30 liters, 40 liters, etc. When the braking force required by the vehicle is large, the capacity may be selected as 40 liters, and when the braking force required by the vehicle is small, the capacity may be selected as 20 liters. In addition to the bottle-shaped structure, the air supply unit 111 may also be designed as other structures. For example, it may be designed as a structure that can be installed in a vehicle and occupies a small space in the vehicle. The air supply unit 111 may be made of a high-strength and corrosion-resistant material, such as stainless steel or aluminum alloy.

[0097] In some embodiments, when the gas in the air supply unit 111 is insufficient, gas can be replenished into the air supply unit 111. Therefore, in addition to being connected to the brake line 130, the air supply unit 111 can also be provided with at least one air replenishment port, through which gas can be replenished into the air supply unit 111.

[0098] In some embodiments, the air supply device 110 can also be configured with a purification unit 112, which can be, for example, an air purifier, etc. The purification unit 112 can be connected to the air supply unit 111, for example, connected to the above-mentioned air supply port of the air supply unit 111. The gas can be purified by the purification unit 112 and then replenished into the air supply unit 111.

[0099] To facilitate real-time purification of the gas, the purification unit 112 can be installed on the vehicle, with a vent reserved for the purification unit 112, through which the gas is injected into the purification unit 112. To reduce the weight of the vehicle, the purification unit 112 can also be installed outside the vehicle, that is, before the gas is replenished into the gas supply unit 111, it is necessary to use the purification unit 112 to purify the gas, and the purified gas can be replenished into the gas supply unit 111.

[0100] It is understandable that there is no restriction on the specific structural type of the purification unit 112. A honeycomb structure can be adopted inside the purification unit 112, which can adsorb impurities in the gas. An acid removal structure, an alkali removal structure, etc. can also be provided inside the purification unit 112 to achieve different purification effects on the gas.

[0101] It can be understood that the purification unit 112 can be set as one, and the above-mentioned honeycomb structure, acid removal structure, alkali removal structure, etc. can all be a component of the purification unit 112; the purification unit 112 can also be set as multiple. When set as multiple, the purification effect of the purification unit 112 can be matched differently. For example, the purification unit 112 can include a first purification unit, a second purification unit and a third purification unit, wherein a honeycomb structure is provided inside the first purification unit, an acid removal structure is provided in the second purification unit, and an alkali removal structure is provided in the third purification unit.

[0102] The braking structure 120 can be selected according to actual needs. In the embodiment of the present application, the braking structure 120 mainly adopts a structural type that can accept air pressure control.

[0103] Brake lines 130 can be made of a corrosion-resistant, hard material, such as metal. This hard material provides the brake lines 130 with a certain degree of impact resistance, ensuring vehicle stability when subjected to vibrations. Of course, to fully utilize the vehicle's interior space, some brake lines 130 can also be made of corrosion-resistant, soft materials. Brake lines 130 made of soft materials can be bent and arranged within the vehicle, allowing them to be routed around obstacles, thereby improving vehicle space utilization.

[0104] It should be noted that the brake line 130 in the embodiment of the present application can be composed of multiple connected sub-pipes, some of which can be made of hard materials, while others can be made of soft materials. To improve the uniformity and balance of the brake line 130, the connection position of the brake line 130 can be designed. For example, the soft line can be placed on the end of the hard line, and at least one circle of fasteners such as clamps can be set around the outer circumference of the soft line to improve the airtightness of the two. The inner side of the soft line can be formed with a protrusion flush with the hard line, so that after the soft line and the hard line are connected, the inner diameter of the soft line and the hard line can remain the same.

[0105] The foot brake controller 140 in the embodiment of the present application can be selected according to actual needs. It can be understood that the foot brake controller 140 is equivalent to a flow control valve in the brake line 130. By controlling the foot brake controller 140 to perform different actions, the air flow on the brake line 130 can be controlled, thereby controlling the air flow flowing to the brake structure 120.

[0106] The specific type of the foot brake controller 140 can be selected according to actual needs. The function of the foot brake controller 140 is to control the opening and closing of the brake line 130. For example, when the driver steps on the foot brake controller 140, the brake line 130 is connected, and gas can flow in the brake line 130. In addition, it can be appreciated from the following embodiments that the foot brake controller 140 can also be designed to have a venting function, so that excess gas can be discharged through the foot brake controller 140.

[0107] The air supply device 110, the brake structure 120, the brake pipe 130 and the foot brake controller 140 can realize the conventional braking function of a group of front wheels 10. The formation of this conventional braking function mainly depends on the action of the foot brake controller 140. For example, it can be realized by the driver stepping on the foot brake controller 140. Of course, it can also be realized by actively controlling the foot brake controller 140 (for example, in the ACC cruise system, the foot brake controller 140 can automatically adjust its state according to the speed of the vehicle in front). During normal driving of the vehicle, the control of the foot brake controller 140 is an action response to the driving state known in advance. For example, when passing through a traffic light, the braking function is realized by stepping on the foot brake controller 140. For example, when the vehicle in front slows down, the vehicle automatically controls the foot brake controller 140 to realize the braking function after recognizing the deceleration action. When the vehicle encounters an emergency situation requiring emergency braking, it may be difficult to control the foot brake controller 140 to operate in the first time. At this time, the vehicle's braking needs to rely on the auxiliary brake air circuit 150 to achieve emergency braking.

[0108] The auxiliary brake air circuit 150 in the embodiment of the present application is configured to be able to pass airflow to the brake structure 120. The aforementioned two-position three-way solenoid valve 30 is provided on the auxiliary brake air circuit 150. When the vehicle encounters the above-mentioned emergency situation, the two-position three-way solenoid valve 30 is energized. In the energized state, the auxiliary brake air circuit 150 can pass airflow to the brake structure 120 via the two-position three-way solenoid valve 30, and the airflow can act on the brake structure 120 to achieve braking of the vehicle. When the emergency situation is eliminated or the vehicle needs to resume driving, the two-position three-way solenoid valve 30 is de-energized. In the de-energized state, excess airflow in the auxiliary brake air circuit 150 can be discharged through the exhaust port. When the exhaust port is blocked, the excess airflow can also be discharged through the branch exhaust port. The normal exhaust function of the two-position three-way solenoid valve 30 is achieved through the combination of the exhaust port and the branch exhaust port, thereby ensuring the normal braking function of the vehicle.

[0109] Figure 2 The structure diagram of a two-position three-way solenoid valve provided in accordance with the embodiment of the present application is shown. Figure 2 The two-position three-way solenoid valve 30 includes a first connection port 31, a second connection port 32, a third connection port 33 and at least one branch connection port 34, wherein the third connection port 33 serves as the aforementioned exhaust port, and the branch connection port 34 serves as the aforementioned branch exhaust port.

[0110] In the two-position three-way solenoid valve 30, the first connecting port 31 and the second connecting port 32 can be connected to form a first channel 35, and the first channel 35 can serve as a ventilation channel in the auxiliary brake air circuit 150. When powered on, the first channel 35 is connected, and the auxiliary brake air circuit 150 can pass airflow into the brake structure 120 through the first channel 35; the second connecting port 32 and the third connecting port 33 can be connected to form a second channel 36, and the second channel 36 can serve as an exhaust channel in the auxiliary brake air circuit 150. When powered off, the first channel 35 is disconnected, and the second channel 36 is connected, and excess airflow in the auxiliary brake air circuit 150 can be discharged through the second channel 36.

[0111] The branch connection port 34 is connected in parallel with the third connection port 33, and a third channel 39 is formed between the branch connection port 34 and the second connection port 32. In the power-off state, when the third connection port 33 is blocked, excess airflow can also pass through the third channel 39 and be discharged through the branch connection port 34, thereby achieving the function of normal exhaust even when the third connection port 33 is blocked.

[0112] The two-position three-way solenoid valve 30 in the embodiment of the present application performs an exhaust function through a combination of the third connection port 33 and the branch connection port 34. Under normal circumstances (mainly referring to the situation where the third connection port 33 is not blocked), excess gas can be discharged through the third connection port 33. Under abnormal circumstances (mainly referring to the situation where the third connection port 33 is blocked), excess gas can be discharged through the branch connection port 34. The normal exhaust function of the two-position three-way solenoid valve 30 is achieved through the combination of the third connection port 33 and the branch connection port 34, thereby ensuring the normal braking function of the vehicle. The vehicle can travel for a long time in harsh environments such as windy and snowy weather, icy roads, and muddy roads without worrying about insufficient braking force or failure of the braking function.

[0113] It should be noted that the two-position, three-way solenoid valve 30 in the embodiments of the present application can be used in a variety of ways to ensure the vehicle's braking function. In various applications, to ensure proper exhaust function, the third connection port 33, which serves as an exhaust port, can be located on the vehicle's chassis while being exposed. Based on this, the arrangement of the branch connection port 34 can be modified. For example, in a first application, a portion of the branch connection port 34 can be concealed, such as being hidden somewhere on the chassis. This concealed design of the branch connection port 34 is less susceptible to blockage, and thus, combined with the exposed design of the third connection port 33, the vehicle's braking function can be ensured. For another example, in a second application, a portion of the branch connection port 34 can be connected to a suitable location on the brake line 130, allowing excess gas to flow into the brake line 130 via the second channel 36 and then be discharged through components on the brake line 130, such as through the foot brake controller 140. This second application can be described in detail in the following related embodiments.

[0114] In order to realize the on and off of the above-mentioned first channel 35 and the second channel 36 in the power-on state and the power-off state respectively, the two-position three-way solenoid valve 30 can use the second connection port 32 as a common connection port for the first channel 35 and the second channel 36, that is, through the change of power on and off, the second connection port 32 can form the first channel 35 with the first connection port 31, or the second connection port 32 can form the second channel 36 with the third connection port 33.

[0115] When designing the specific structure of the two-position three-way solenoid valve 30, the second connection port 32 can be set on one side of the two-position three-way solenoid valve 30, and the first connection port 31 and the third connection port 33 can be set on the other side of the two-position three-way solenoid valve 30. At the same time, a movable pipe is set inside the two-position three-way solenoid valve 30, and the pipe can change its position. When the power is on, the pipe can be connected between the first connection port 31 and the second connection port 32 to form a first channel 35. When the power is off, the pipe can be connected between the second connection port 32 and the third connection port 33 to form a second channel 36.

[0116] In other embodiments, two fixed pipes may be provided inside the two-position three-way solenoid valve 30, wherein one fixed pipe is fixedly connected between the first connection port 31 and the second connection port 32, and the other fixed pipe is fixedly connected between the second connection port 32 and the third connection port 33. At the same time, a controllable stop valve is provided in each fixed pipe. For example, a first stop valve may be provided on the first fixed pipe, and a second stop valve may be provided on the other fixed pipe. When the power is on, the first stop valve is opened, and the second stop valve is closed. When the power is off, the first stop valve is closed, and the second stop valve is opened.

[0117] The internal structure of the two-position three-way solenoid valve 30 may also be designed in other ways. For example, it may be designed with reference to the existing two-position three-way solenoid valve 30 .

[0118] It can be understood that when gas is introduced into the brake structure 120 using the auxiliary brake air circuit 150, the flow direction of the gas is from the air supply device 110 to the brake structure 120, that is, the gas passes through the air supply device 110, the two-position three-way solenoid valve 30 and the brake structure 120 in sequence. When excess gas needs to be discharged, the excess gas exists between the brake structure 120 and the two-position three-way solenoid valve 30, and the flow direction of the gas is from the brake structure 120 to the two-position three-way solenoid valve 30, that is, the excess gas needs to be discharged from the two-position three-way solenoid valve 30. Based on this, the second connection port 32 can be arranged on a side close to the brake structure 120, and the first connection port 31 and the third connection port 33 can be arranged on a side close to the gas supply device 110. This arrangement can adapt to changes in the flow direction of the gas when the power is on and off. In the power-on state, the gas can pass through the first connection port 31 and the second connection port 32 in sequence and eventually flow into the brake structure 120. In the power-off state, excess gas remaining between the brake structure 120 and the two-position three-way solenoid valve 30 can pass through the second connection port 32 and the third connection port 33 in sequence and eventually be discharged from the two-position three-way solenoid valve 30. In the following embodiments, the pneumatic brake system will be described using the above arrangement of the first connection port 31, the second connection port 32, and the third connection port 33.

[0119] Of course, in other embodiments, the first connection port 31, the second connection port 32 and the third connection port 33 can be arranged in other ways, for example, they can be arranged on the same side of the two-position three-way solenoid valve 30, and the arrangement of the first connection port 31, the second connection port 32 and the third connection port 33 can be reasonably selected according to the pipeline structure of the pneumatic brake system.

[0120] In addition to adopting the internal structure listed above, the two-position three-way solenoid valve 30 in the embodiment of the present application can also reasonably design the external structure of the two-position three-way solenoid valve 30.

[0121] In some embodiments, the two-position three-way solenoid valve 30 includes a valve body structure 37, and the above-mentioned first connection port 31, second connection port 32, third connection port 33 and branch connection port 34 can be arranged on the valve body structure 37, for example, can be opened on the surface of the valve body structure 37, and the above-mentioned first channel 35 and second channel 36 can be formed inside the valve body structure 37.

[0122] Here, arranging the first connection port 31, the second connection port 32, the third connection port 33 and the branch connection port 34 on the surface of the valve body structure 37 can unify the appearance of the two-position three-way solenoid valve 30, so that only the first connection port 31, the second connection port 32, the third connection port 33 and the branch connection port 34 are left on the outside, which can facilitate the connection of the two-position three-way solenoid valve 30 to the pneumatic braking system.

[0123] In other embodiments, a portion of the first connection port 31 , the second connection port 32 , the third connection port 33 and the branch connection port 34 may also be built-in and then connected to the surface of the valve body structure 37 through a pipeline.

[0124] By adopting the above-mentioned design concept, in order to achieve the connection between the third connection port 33 and the branch connection port 34, a transfer port 38 can be formed inside the valve body structure 37. The transfer port 38 and the third connection port 33 are connected through a first pipe 301. At least one branch pipe 302 is provided on the first pipe 301, and one end of the branch pipe 302 forms the branch connection port 34. When the second connection port 32, the transfer port 38 and the above-mentioned branch pipe 302 are connected, the aforementioned third channel 39 can be formed.

[0125] Thus, the third connection port 33 and the branch connection port 34 can be led out from the inside of the valve body structure 37 , and the first pipe 301 and the branch pipe 302 can function to form the third connection port 33 and the branch connection port 34 on the surface of the valve body structure 37 .

[0126] In some embodiments, the valve body structure 37 may include a lining 371 and an outer shell 372, wherein the outer shell 372 surrounds the outside of the lining 371, the first connection port 31, the second connection port 32, the third connection port 33 and the branch connection port 34 are formed on the outer shell 372, the transfer port 38 is formed on the lining 371, and the first pipe 301 and the branch pipe 302 are connected between the outer shell 372 and the lining 371.

[0127] The valve body structure 37 adopts a structural form in which an outer shell 372 surrounds an inner lining 371. The aforementioned internal structure of the two-position three-way solenoid valve 30 can be formed on the inner lining 371. The outer shell 372 can protect the inner lining 371 and prevent damage to the internal structure.

[0128] The shell 372 and the liner 371 can be reasonably combined to provide installation space for the first pipe 301 and the branch pipe 302. For example, the shell 372 and the liner 371 can form a layered structure, with an annular gap formed between the shell 372 and the liner 371. Pipes can be arranged in the annular gap to introduce the first connection port 31, the second connection port 32, the third connection port 33, and the branch connection port 34 to the shell 372. For another example, a portion of the shell 372 can be designed to fit the liner 371, and the first connection port 31 and the second connection port 32 can be directly formed on the shell 372. Another portion of the shell 372 can leave a local gap between the liner 371 and the other portion of the shell 372, and the adapter 38 can be formed on the liner 371. By arranging the first pipe 301 and the branch pipe 302 in the local gap, the third connection port 33 and the branch connection port 34 can be introduced to the shell 372.

[0129] In some embodiments, please refer to Figure 2 A flow limiting valve 303 is provided on the branch pipe 302. The main function of the flow limiting valve 303 is to control the flow of gas on the branch pipe 302, so that when the third connecting port 33 is not blocked, when excess gas needs to be discharged, the excess gas can be discharged from the third connecting port 33.

[0130] In some embodiments, please refer to Figure 2 A one-way valve 304 is provided on the branch pipe 302. The primary function of the one-way valve 304 is to prevent the gas exhausted from the branch connection port 34 from flowing back into the two-position, three-way solenoid valve 30. On the other hand, as can be seen from the foregoing, in the second application mode of the branch connection port 34, the branch connection port 34 is connected to the brake line 130. The provision of the one-way valve 304 can prevent the gas in the brake line 130 from entering the two-position, three-way solenoid valve 30, thereby preventing the auxiliary brake air circuit 150 from being mistakenly activated and the emergency brake function from being activated when the vehicle is braked using the foot brake controller 140.

[0131] In some embodiments, please refer to Figure 2 A flow limiting valve 303 and a one-way valve 304 are provided on the branch pipe 302. The positions of the flow limiting valve 303 and the one-way valve 304 are not limited. For example, the flow limiting valve 303 can be provided closer to the aforementioned transfer port 38. The number of flow limiting valves 303 and one-way valves 304 can be selected. For ease of description, the following embodiment will be described as an example in which one flow limiting valve 303 and one one-way valve 304 are provided on the branch pipe 302, with the flow limiting valve 303 being closer to the transfer port 38.

[0132] The two-position, three-way solenoid valve 30 in the embodiment of the present application is designed to function as an exhaust port, namely, the exhaust function is achieved through the combination of the third connection port 33 and the branch connection port 34. It is understood that in other embodiments not mentioned in this application, the two-position, three-way solenoid valve 30 can be designed in various structural forms, and its internal and external structures can refer to the above-mentioned embodiments, can refer to related technologies, or can combine related technologies and apply them to the above-mentioned embodiments.

[0133] In addition, in combination with the above embodiments, it can be seen that when the second connecting port 32 is set on one side of the two-position three-way solenoid valve 30, and the first connecting port 31 and the third connecting port 33 are set on the other side of the two-position three-way solenoid valve 30, the two-position three-way solenoid valve 30 can play a role in diverting the airflow. Based on the diverting effect of the two-position three-way solenoid valve 30 on the airflow, the two-position three-way solenoid valve 30 can be applied to more occasions. For example, the two-position three-way solenoid valve 30 can form an adapter, which can be connected between three containers to achieve the purpose of passing the airflow or liquid flow from the first container to the second container, and at the same time passing the airflow or liquid flow from the second container to the third container.

[0134] In combination with the foregoing, the two-position three-way solenoid valve 30 in the auxiliary brake air circuit 150 is used to realize the normal emergency braking function. When powered on, the auxiliary brake air circuit 150 introduces airflow to the brake structure 120 through the first channel 35 in the two-position three-way solenoid valve 30. When powered off, the auxiliary brake air circuit 150 discharges airflow through the second channel 36 in the two-position three-way solenoid valve 30.

[0135] In combination with the second application of the branch connection port 34 described above, in some embodiments, please refer to Figure 1 The second connection port 32 in the two-position three-way solenoid valve 30 is connected to the brake pipe 130, the third connection port 33 in the two-position three-way solenoid valve 30 is exposed from the chassis of the vehicle, and the branch connection port 34 in the two-position three-way solenoid valve 30 is connected to the brake pipe 130.

[0136] When emergency braking is required, in the power-on state, gas can enter the two-position three-way solenoid valve 30 from the first connection port 31, and pass through the second connection port 32 to the brake line 130, and then pass through the brake line 130 to the brake structure 120. In the power-off state, excess gas on the brake line 130 between the brake structure 120 and the second connection port 32 can enter the two-position three-way solenoid valve 30 through the second connection port 32, and be discharged through the third connection port 33.

[0137] In the above embodiment, a flow limiting valve 303 and a one-way valve 304 can be set on the branch pipe 302. The flow limiting valve 303 can achieve the purpose of allowing excess gas to be discharged from the third connection port 33 when the third connection port 33 is not blocked. The function of the one-way valve 304 is that when excess gas is discharged from the branch connection port 34, the discharged gas cannot flow back, and it may also prevent the gas on the brake line 130 from flowing into the two-position three-way solenoid valve 30.

[0138] In the above embodiment, the brake line 130 between the second connection port 32 and the brake structure 120 is a shared line. This means that both the braking effected by operating the foot brake controller 140 and the braking effected by the two-position, three-way solenoid valve 30 require this shared line. This design reduces the number of piping components and reduces costs. In other embodiments, the auxiliary brake air line 150 can be directly connected to the brake structure 120, forming a parallel relationship with the brake line 130. This means that the second connection port 32 is directly connected to the brake structure 120, thereby also achieving normal braking function.

[0139] In some embodiments, please refer to Figure 1 In order to ensure that the gases in the brake line 130 and the auxiliary brake air circuit 150 can work independently without interfering with each other, thereby improving the accuracy of braking control, the auxiliary brake air circuit 150 also includes a two-way shut-off valve 40. The two-way shut-off valve 40 has a two-way shut-off function, which prevents the gases in the brake line 130 and the auxiliary brake air circuit 150 from flowing into each other.

[0140] The two-way shutoff valve 40 is arranged on the brake pipeline 130 between the foot brake controller 140 and the brake structure 120 . The two-position three-way solenoid valve 30 is connected to the brake structure 120 through the two-way shutoff valve 40 , and the foot brake controller 140 is connected to the brake structure 120 through the two-way shutoff valve 40 .

[0141] When the foot brake controller 140 is controlled to realize the braking function, the gas on the brake line 130 passes through the two-way shut-off valve 40 and flows to the brake structure 120. This part of the gas will not flow to the two-position three-way solenoid valve 30, ensuring the precise control of the braking function using the foot brake controller 140; when the two-position three-way solenoid valve 30 is used to realize the braking function, the gas on the auxiliary brake air circuit 150 passes through the two-way shut-off valve 40 and flows to the brake structure 120. This part of the gas will not flow to the above-mentioned common pipeline part on the brake line 130 (when the auxiliary brake air circuit 150 and the brake line 130 form a parallel relationship, the two-way shut-off valve 40 may not be set), ensuring precise control of emergency braking.

[0142] In some specific embodiments, please refer to Figure 1 The two-way shut-off valve 40 includes a first shut-off inlet 41, a second shut-off inlet 42 and a shut-off outlet 43. The first shut-off inlet 41 and the second shut-off inlet 42 are cut off. The shut-off outlet 43 is connected to the brake structure 120. The foot brake controller 140 is connected to one of the first shut-off inlet 41 and the second shut-off inlet 42. The second connecting port 32 is connected to the other of the first shut-off inlet 41 and the second shut-off inlet 42. The branch connecting port 34 is connected to the brake line 130 between the two-way shut-off valve 40 and the foot brake controller 140.

[0143] For the two-way shutoff valve 40, gas can flow from the first shutoff inlet 41 to the shutoff outlet 43, and gas can also flow from the second shutoff inlet 42 to the shutoff outlet 43, but gas cannot flow between the first shutoff inlet 41 and the second shutoff inlet 42. For ease of description, taking the example of the foot brake controller 140 connected to the first shutoff inlet 41 and the second connection port 32 connected to the second shutoff inlet 42, the branch connection port 34 is connected to the brake line 130 between the first shutoff inlet 41 and the foot brake controller 140. It can be seen that based on the configuration of the two-way shutoff valve 40, the gas in the brake line 130 cannot interact with the gas in the auxiliary brake air circuit 150, thereby achieving precise control of the braking function.

[0144] The two-way shut-off valve 40 in the embodiment of the present application can be selected according to actual needs, and of course its structure can also be redesigned. For example, the first shut-off inlet 41, the second shut-off inlet 42 and the shut-off outlet 43 can be respectively opened on the surface of the two-way shut-off valve 40, and two independent channels are designed inside the two-way shut-off valve 40, one of which is connected between the first shut-off inlet 41 and the shut-off outlet 43, and the other channel is connected between the second shut-off inlet 42 and the shut-off outlet 43.

[0145] In some embodiments, please refer to Figure 1The first pneumatic braking system 100 further comprises a first airflow control valve 50, which comprises a first airflow input port 51, a first airflow output port 52, and a first airflow control port 53 for controlling the on-off connection between the first airflow input port 51 and the first airflow output port 52.

[0146] For the first airflow control valve 50, the main function is to more accurately control the braking. The first airflow input port 51 and the first airflow output port 52 can be connected or disconnected, and the first airflow control port 53 is used to control the on-off connection between the first airflow input port 51 and the first airflow output port 52. It can be understood that the gas in the brake line 130 and the gas in the auxiliary brake line 150 can enter the first airflow control port 53, thereby changing the on-off state between the first airflow input port 51 and the first airflow output port 52. When the brake function is realized by using the foot brake controller 140 or the two-position three-way electromagnetic valve 30, the gas can enter the first airflow control port 53, thereby realizing the connection between the first airflow input port 51 and the first airflow output port 52, and facilitating the continuous delivery of the gas to the brake structure 120. When the brake function is released, the gas cannot be input to the first airflow control port 53, the first airflow input port 51 and the first airflow output port 52 are disconnected, and the brake structure 120 cannot brake the wheels.

[0147] To cooperate with the first airflow control valve 50, the brake line 130 can comprise a first air supply line 131, a first brake line 132, and a first control line 133. The first air supply line 131 is connected between the air supply device 110 and the first airflow input port 51, the first brake line 132 is connected between the brake structure 120 and the first airflow output port 52, and the first control line 133 is connected between the air supply device 110 and the first airflow control port 53. The foot brake controller 140 is arranged on the first control line 133.

[0148] Thus, the first ventilation line 131 can deliver gas to the first airflow input port 51. When the first airflow input port 51 and the first airflow output port 52 are in a connected state, the gas can enter the first brake line 132 and then be delivered to the brake structure 120, thereby realizing the braking function. When the first airflow input port 51 and the first airflow output port 52 are disconnected, the braking function is released. The function of the first control line 133 is to connect and disconnect the first airflow input port 51 and the first airflow output port 52 through the foot brake controller 140. For example, when the driver steps on the foot brake controller 140, the gas in the air supply device 110 can be delivered along the first control line 133 to the first airflow control port 53, thereby realizing the connection between the first airflow input port 51 and the first airflow output port 52. When the foot brake controller 140 returns to its original state, the first airflow input port 51 and the first airflow output port 52 can be disconnected again.

[0149] The first airflow control valve 50 can adopt a variety of structural designs. For example, in some embodiments, a channel can be designed inside the first air path control valve 50, with the two ends of the channel being the first airflow input port 51 and the first airflow output port 52 respectively. A valve plate is movably arranged in the channel, and a branch channel is designed to extend on the channel. The branch channel can lead to the position where the valve plate is located, and the end of the branch channel forms the first airflow control port 53. When the gas enters the first airflow control valve 50 from the first airflow control port 53, the gas can drive the valve plate to move, thereby realizing the first airflow input port 51 and the first airflow output port 52. When the gas disappears, the valve plate returns to its original state, and the first airflow input port 51 and the first airflow output port 52 are disconnected.

[0150] In some embodiments, please refer to Figure 1 The first air flow control valve 50 is provided with two first air flow output ports 52. The two first air flow output ports 52 can correspond to a group of front wheels 10 to achieve braking control of the group of front wheels 10. It is understood that when the second pneumatic brake system 200 adopts the same configuration as the first pneumatic brake system 100, the second pneumatic brake system 200 can achieve braking of a group of rear wheels 20. It is understood that, please refer to Figure 1 The foot brake controller 140 in the second pneumatic brake system 200 can be combined with the foot brake controller 140 in the first pneumatic brake system 100, and the two are designed together, or the first pneumatic brake system 100 and the second pneumatic brake system 200 share one foot brake controller 140.

[0151] In conjunction with the foregoing, as one evolutionary approach, the configuration mode of the pneumatic brake system can be changed by changing the number of first airflow output ports 52. For example, four first airflow output ports 52 can be provided to achieve braking control of a set of front wheels 10 and a set of rear wheels 20. This evolves from the second approach to the third approach, where the second pneumatic brake system 200 can be omitted while still being configured with the first pneumatic brake system 100.

[0152] Furthermore, when designing with each wheel as an independent reference, a separate pneumatic brake system can be provided for each wheel, thereby evolving from the second approach to the first approach. A vehicle can be equipped with four pneumatic brake systems, each of which can include, for example, an air supply device 110, a foot brake controller 140, a brake line 130, a brake structure 120, and the like (a two-way shutoff valve 40, a first airflow control valve 50, and the like can be optionally installed based on actual needs). Of course, to implement an emergency braking function, an auxiliary brake air circuit 150 can be added to each pneumatic brake system, or the auxiliary brake air circuit 150 can be attached to one or more of the four pneumatic brake systems. The auxiliary brake air circuit 150 can be provided with a separate air supply device 110, or any of the four air supply devices 110 can be shared.

[0153] In an embodiment of the present application, the first pneumatic brake system 100 and the second pneumatic brake system 200 can share an air supply device 110, or each can be provided with an air supply device 110. When four pneumatic brake systems are configured on the vehicle, the four pneumatic brake systems can share an air supply device 110, or each can be provided with an air supply device 110.

[0154] In addition to the above, in order to ensure the safety of vehicle driving, in some embodiments, please refer to Figure 1 The first pneumatic braking system 100 further includes an anti-lock braking device 160, which may be an ABS (Anti-lock Braking System) anti-lock braking system. The anti-lock braking device 160 may be arranged on the aforementioned brake line 130. In an embodiment in which a first airflow control valve 50 is provided, the anti-lock braking device 160 may be arranged on the first brake line 132.

[0155] In some embodiments, please refer to Figure 1 The first pneumatic brake system 100 further includes a system controller 170, which can be electrically connected to the anti-lock braking device 160 to control the anti-lock braking device 160. The system controller 170 can also be electrically connected to the four wheels of the vehicle to control the wheels.

[0156] In some embodiments, please refer toFigure 1 The pneumatic brake system also includes a handbrake control air circuit 300, which includes a handbrake controller 340. The handbrake control air circuit 300 is connected to the brake structure 120, and the handbrake controller 340 is configured to control the on and off of the handbrake control air circuit 300.

[0157] The handbrake control air circuit 300 can be designed to control a group of rear wheels 20. When the vehicle is parked or parked for a long time, the handbrake control air circuit 300 can keep the vehicle in a stopped state.

[0158] In some embodiments, please refer to Figure 1 The pneumatic brake system may further include a second airflow control valve 60, which includes a second airflow input port 61, a second airflow output port 62, and a second airflow control port 63. The second airflow control port 63 is used to control the flow between the second airflow input port 61 and the second airflow output port 62. The handbrake control air circuit 300 includes a second ventilation line 310, a second brake line 320, and a second control line 330. The second ventilation line 310 is connected between the air supply device 110 and the second airflow input port 61, the second brake line 320 is connected between the brake structure 120 and the second airflow output port 62, and the second control line 330 is connected between the air supply device 110 and the second airflow control port 63. The handbrake controller 340 is disposed on the second control line 330.

[0159] The structure and principle of the second air flow control valve 60 can refer to the aforementioned first air flow control valve 50 and will not be repeated here. The arrangement and principle of the second ventilation line 310, the second brake line 320 and the second control line 330 can refer to the aforementioned first ventilation line 131, the first brake line 132 and the first control line 133 respectively and will not be repeated here.

[0160] In the above embodiment of the handbrake control air circuit 300, the air supply device 110 of the handbrake control air circuit 300 adopts the air supply device 110 of the first pneumatic brake system 100. In addition, the handbrake control air circuit 300 can also be provided with a separate air supply device 110.

[0161] To more clearly understand the composition and operating principle of the pneumatic brake system in the embodiment of the present application, the following content will be further described in combination with part of the above embodiment. In this part of the embodiment described, the pneumatic brake system includes a first pneumatic brake system 100, a second pneumatic brake system 200 and a handbrake control air circuit 300, and an auxiliary brake air circuit 150 is provided in the first pneumatic brake system 100.

[0162] Please refer to Figure 1The first pneumatic brake system 100 includes a purification unit 112, a first air supply unit 111a, a foot brake controller 140, a two-position three-way solenoid valve 30, a two-way shutoff valve 40, a first air flow control valve 50, an anti-lock braking device 160, and a brake structure 120. The first air flow control valve 50 has two first air flow output ports 52. The purification unit 112 is connected to the first air supply unit 111a. A first ventilation line 131 is provided between the first air supply unit 111a and the first air flow input port 51. A first control line 133 is provided between the first air supply unit 111a and the first air flow control port 53. A first brake line 132 is provided between the brake structure 120 and the first air flow output port 52. The two first brake lines 132 are respectively connected to the brake structures 120 of a set of front wheels 10. The foot brake controller 140 is provided on the first control line 133, and the anti-lock braking device 160 is provided on the first brake line 132. The first shutoff inlet 41 of the two-way shutoff valve 40 is connected to the foot brake controller 140, the second shutoff inlet 42 is connected to the second connection port 32 of the two-position, three-way solenoid valve 30, and the shutoff outlet 43 is connected to the first airflow control port 53. The first connection port 31 of the two-position, three-way solenoid valve 30 is connected to the second air supply unit 111b (i.e., the aforementioned handbrake air supply unit). The third connection port 33 of the two-position, three-way solenoid valve 30 is exposed from the vehicle chassis. The branch connection port 34 of the two-position, three-way solenoid valve 30 is connected to the pipeline between the first shutoff inlet 41 and the foot brake controller 140. A flow limiting valve 303 and a one-way valve 304 are provided on the branch pipeline 302 of the two-position, three-way solenoid valve 30.

[0163] The first pneumatic brake system 100 can provide two braking functions, one of which is a normal braking function based on the foot brake controller 140 , and the other is an emergency braking function based on the two-position three-way solenoid valve 30 .

[0164] In normal braking mode, when the foot brake controller 140 is activated, the gas in the first control line 133 passes through the first shutoff inlet 41, the shutoff outlet 43, and the first airflow control port 53, thereby establishing communication between the first airflow input port 51 and the first airflow output port 52. The gas in the first ventilation line 131 then passes through the first airflow input port 51, the first airflow output port 52, and the anti-lock braking device 160 before entering the brake mechanism 120, which can then brake the wheels. When the foot brake controller 140 returns to its original position, the braking function is released.

[0165] In the emergency braking function, the two-position three-way solenoid valve 30 is connected, and the gas in the second air supply unit 111b can pass through the first connecting port 31, the second connecting port 32, the second intercepting inlet 42, and the first air flow control port 53 in sequence, thereby establishing communication between the first air flow input port 51 and the first air flow output port 52. The gas in the first ventilation line 131 can pass through the first air flow input port 51, the first air flow output port 52, and the anti-lock braking device 160 in sequence before entering the brake mechanism 120. At this time, the brake mechanism 120 can apply emergency braking to the wheels. When the two-position three-way solenoid valve 30 is disconnected, the excess gas can be discharged through the third connecting port 33, and the emergency braking function is released. When the third connection port 33 is blocked, excess gas can flow to the first control line 133 through the branch connection port 34 and be discharged through the foot brake controller 140. Based on the two-way shut-off valve 40, the discharged gas will not flow to the first airflow control port 53 again. Based on the setting of the one-way valve 304, the discharged gas will not flow back into the two-position three-way solenoid valve 30.

[0166] Based on the setting and arrangement of the above-mentioned two-position three-way solenoid valve 30 and the two-way shut-off valve 40, precise control of the conventional braking function and the emergency braking function can be achieved. The two independently perform their braking functions without interfering with each other.

[0167] The second pneumatic brake system 200 is consistent with the aforementioned first pneumatic brake system 100 . The second pneumatic brake system 200 may be configured with a third air supply unit 111 c alone, or may share the first air supply unit 111 a .

[0168] The handbrake control air circuit 300 shares the aforementioned second air supply unit 111b. The handbrake control air circuit 300 includes a handbrake one-way valve 360, a handbrake controller 340 and a second air flow control valve 60. A second ventilation line 310 is arranged between the second air flow input port 61 and the second air supply unit 111b. A second brake line 320 is formed between the second air flow output port 62 and the wheel (such as the rear wheel 20). A handbrake controller 340 is arranged between the second air flow control port 63 and the second air supply unit 111b. The handbrake one-way valve 360 ​​is used to ensure that the gas can only flow from the second air supply unit 111b to the second ventilation line 310 and the second control line 330.

[0169] Under the handbrake braking function, when the handbrake controller 340 is not started, the gas in the second air supply unit 111b can pass through the handbrake one-way valve 360, the handbrake controller 340 and the second airflow control port 63 in sequence, thereby connecting the second airflow input port 61 and the second airflow output port 62, and the gas in the second ventilation pipeline 310 can pass through the second airflow input port 61 and the second airflow output port 62 in sequence. When the handbrake controller 340 is actuated, the second control pipeline 330 is cut off, so that the gas cannot be transmitted from the second airflow input port 61 to the second airflow output port 62, thereby achieving braking of the wheels.

[0170] In the above embodiment, an air supply unit 111 may also be separately provided for the handbrake control air circuit 300 .

[0171] In the above embodiment, the first air supply unit 111 a , the second air supply unit 111 b and the third air supply unit 111 c may share a set of purification units 112 .

[0172] In some embodiments, a fourth air supply unit 111d can also be arranged in the vehicle. The fourth air supply unit 111d can serve as a backup air supply unit. When a failure occurs in the first air supply unit 111a, the second air supply unit 111b and the third air supply unit 111c, the backup air supply unit can be connected to the corresponding pneumatic braking system.

[0173] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on this application.

[0174] In the description of this application, it should be understood that the terms "including" and "having" and any variations thereof used in the embodiments of this application are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or are inherent to these processes, methods, products or apparatuses.

[0175] Unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," "fixed," etc. should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integration. They can be directly connected or indirectly connected through an intermediate medium. They can also refer to internal connections between two elements or interactions between two elements. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances. In addition, the terms "first," "second," etc. are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the quantity of the technical features indicated.

[0176] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A two-position three-way solenoid valve, having an energized state and an off-power state, characterized in that: include: a first connection port; a second connecting port, wherein a first channel is formed between the first connecting port and the second connecting port; a third connecting port, wherein a second channel is formed between the second connecting port and the third connecting port; and at least one branch connection port, the branch connection port being connected in parallel with the third connection port, a third channel being formed between the branch connection port and the second connection port, wherein in a power-on state, the first channel is connected, the second channel and the third channel are disconnected, and in a power-off state, the first channel is disconnected, and the second channel and / or the third channel are connected.

2. The two-position three-way solenoid valve according to claim 1, characterized in that: The two-position three-way solenoid valve also includes: A valve body structure, wherein the first connection port, the second connection port, the third connection port and the branch connection port are provided on the valve body structure.

3. The two-position three-way solenoid valve according to claim 2, characterized in that: The valve body structure has an adapter formed inside it, and the adapter is connected to the third connection port via a first pipe. At least one branch pipe is provided on the first pipe, and one end of the branch pipe forms the branch connection port.

4. The two-position three-way solenoid valve according to claim 3, characterized in that: A flow limiting valve is provided on the branch pipeline.

5. The two-position three-way solenoid valve according to claim 4, characterized in that: A one-way valve is provided on the branch pipeline.

6. The two-position three-way solenoid valve according to any one of claims 3 to 5, characterized in that: The valve body structure comprises: lining; and an outer shell, which surrounds the outside of the liner, the first connection port, the second connection port, the third connection port and the branch connection port are formed on the outer shell, the adapter port is formed on the liner, and the first pipe and the branch pipe are connected between the outer shell and the liner.

7. A pneumatic braking system, characterized in that: include: Air supply device; Braking structure; a brake pipeline, communicating between the air supply device and the brake structure; a foot brake controller, arranged on the brake pipeline, for controlling the amount of air flowing to the brake structure; And an auxiliary brake air circuit is configured to be able to pass airflow into the brake structure, and a two-position three-way solenoid valve as described in any one of claims 1 to 6 is provided on the auxiliary brake air circuit. In the power-on state, the auxiliary brake air circuit passes airflow into the brake structure through the first channel, and in the power-off state, the auxiliary brake air circuit exhausts airflow through the second channel.

8. The pneumatic brake system according to claim 7, characterized in that: The second connection port in the two-position three-way solenoid valve is connected to the brake pipe, the third connection port in the two-position three-way solenoid valve is exposed from the chassis of the vehicle, and the branch connection port in the two-position three-way solenoid valve is connected to the brake pipe.

9. The pneumatic brake system according to claim 8, characterized in that: The auxiliary brake air circuit also includes: A two-way shut-off valve is provided on the brake line between the foot brake controller and the brake structure. The two-position three-way solenoid valve is connected to the brake structure through the two-way shut-off valve, and the foot brake controller is connected to the brake structure through the two-way shut-off valve.

10. The pneumatic brake system according to claim 9, characterized in that: The two-way shut-off valve includes a first shut-off inlet, a second shut-off inlet and a shut-off outlet. The first shut-off inlet and the second shut-off inlet are cut off, the shut-off outlet is connected to the braking structure, the foot brake controller is connected to one of the first shut-off inlet and the second shut-off inlet, the second connecting port is connected to the other of the first shut-off inlet and the second shut-off inlet, and the branch connecting port is connected to the brake pipe between the two-way shut-off valve and the foot brake controller.

11. The pneumatic brake system according to claim 10, characterized in that: The two-position three-way solenoid valve comprises: A branch pipeline is connected to the third connection port and forms the branch connection port. A flow limiting valve and a one-way valve are provided on the branch pipeline.

12. The pneumatic brake system according to claim 7, characterized in that: The pneumatic braking system further comprises: a first airflow control valve, the first airflow control valve comprising a first airflow input port, a first airflow output port, and a first airflow control port, the first airflow control port being used to control the on-off between the first airflow input port and the first airflow output port; The brake line comprises: a first ventilation pipeline connected between the air supply device and the first air flow input port; a first brake pipeline connected between the brake structure and the first airflow output port; and a first control pipeline connected between the air supply device and the first airflow control port, and the foot brake controller is arranged on the first control pipeline.

13. The pneumatic brake system according to claim 12, characterized in that: The pneumatic braking system further comprises: An anti-lock braking device is arranged on the first brake pipe.

14. The pneumatic brake system according to claim 13, characterized in that: The pneumatic braking system further comprises: A system controller is electrically connected to the anti-lock braking device.

15. The pneumatic brake system according to claim 7, characterized in that: The pneumatic braking system further comprises: The handbrake control air circuit includes a handbrake controller. The handbrake control air circuit is connected to the braking structure. The handbrake controller is configured to control the on and off of the handbrake control air circuit.

16. The pneumatic brake system according to claim 15, characterized in that: The pneumatic braking system further comprises: a second airflow control valve, the second airflow control valve comprising a second airflow input port, a second airflow output port, and a second airflow control port, the second airflow control port being used to control the on-off between the second airflow input port and the second airflow output port; The handbrake control air circuit includes: a second ventilation pipeline connected between the air supply device and the second air flow input port; a second brake pipeline connected between the brake structure and the second airflow output port; and a second control pipeline connected between the air supply device and the second airflow control port, and the handbrake controller is arranged on the second control pipeline.

17. The pneumatic brake system according to claim 7, characterized in that: The air supply device comprises: purification unit; and an air supply unit in which air is stored, and the purification unit is connected to the air supply unit.

18. A pneumatic brake system, characterized in that: The pneumatic brake system comprises: First pneumatic brake system: a second pneumatic braking system; and Handbrake control air circuit, The first pneumatic braking system and the second pneumatic braking system include: Air supply unit; Braking structure; a brake pipeline, communicating between the air supply unit and the brake structure; a foot brake controller, arranged on the brake pipeline, for controlling the amount of air flowing to the brake structure; and an auxiliary brake air circuit configured to be able to pass airflow into the brake structure, wherein the auxiliary brake air circuit is provided with a two-position three-way solenoid valve according to any one of claims 1 to 6, wherein in a power-on state, the auxiliary brake air circuit passes airflow into the brake structure through the first channel, and in a power-off state, the auxiliary brake air circuit exhausts airflow through the second channel. The handbrake control air circuit includes a handbrake controller and a handbrake air supply unit. The handbrake control air circuit is connected between the braking structure and the handbrake air supply unit. The handbrake controller is configured to control the on and off of the handbrake control air circuit.

19. A vehicle, characterized in that: Comprising a pneumatic braking system according to any one of claims 7 to 17.

20. A vehicle, characterized in that: Comprising a pneumatic braking system according to claim 18.

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