Integrated antiskid control valve

Abstract

The utility model provides an integrated anti-skid control valve which comprises a valve body, and an air inlet, an air outlet and an exhaust port are formed in the valve body. An electromagnetic valve set and a pressure detection module are integrated in the valve body, and the electromagnetic valve set controls connection and disconnection between the air inlet and the air outlet and connection and disconnection between the air outlet and the exhaust port through opening and closing actions. The pressure detection module comprises at least two pressure sensors, the detection ends of the pressure sensors are communicated with the air outlet through an internal air path and used for detecting brake pressure in real time, and the output ends of the pressure sensors are connected with an electromagnetic valve set of the anti-skid control system through a control interface to achieve closed-loop control. By means of integrated design and redundancy configuration, accurate control and high-reliability monitoring of brake pressure are achieved, and system safety is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to rail vehicle brake control system, especially a kind of integrated double pressure sensing and air path interlocking mechanism's antiskid control valve, for improving brake pressure monitoring reliability and action accuracy. BACKGROUND

[0002] Rail transit brake system all adopts compressed air brake, to ensure the safety of driver and passenger, there are higher requirements for brake distance and brake deceleration in train brake system.Current antiskid control system generally is to compare each vehicle wheel speed information with actual vehicle speed, when the numerical value of certain wheel speed information and actual vehicle speed appears deviation, start the antiskid control valve at this place to carry out pressure reduction and exhaust, reduce the brake force of this wheel, avoid lock and slide.This control mode does not collect brake air pressure, that is, actual brake force is unknown.In this case, firstly, when wheel speed information appears inaccurate due to various factors, the system may not be able to identify all, which may lead to antiskid failure or brake distance increase risk;Secondly, there is no comparison between each wheel brake force, which is not conducive to early detection of system abnormal phenomenon;Thirdly, the pressure monitoring of output end can be summarized to whole vehicle, and the whole vehicle can monitor brake system abnormal condition, avoid drag brake phenomenon, and serious consequences are found.

[0003] The application realizes double pressure monitoring by integrating two air pressure sensors into antiskid control system, which can effectively early warn brake abnormal pressure, ensure brake distance and deceleration control, and improve train safety. CONTENT OF UTILITY MODEL

[0004] Therefore, to solve the above problems, the utility model provides an integrated antiskid control valve, which comprises a valve body 1, an air inlet 61, an air outlet 90 and an exhaust port 81 are arranged on the valve body 1, an electromagnetic valve group for controlling the on-off of the air path is arranged in the valve body 1, the on-off of the air inlet 61 and the air outlet 90 and the on-off of the air outlet 90 and the exhaust port 81 are controlled through the opening and closing action, a pressure detection module is also integrated in the valve body 1, the detection end of the pressure detection module is communicated with the air outlet 90 through the air path in the valve body 1, for real-time detection of brake pressure;A control interface is connected to the output end of the pressure detection module, for outputting the pressure signal to the electromagnetic valve group of the antiskid control system to realize closed-loop control, wherein the pressure detection module comprises at least two pressure sensors, which are a first sensor 16 and a second sensor 18, and the pressure monitoring failure rate is reduced by double-sensor redundancy.

[0005] Further, the air inlet 61 is used for connecting train brake control end, and the air outlet 90 and the exhaust port 81 are used for connecting brake execution end.

[0006] More preferably, the detection ends of the first sensor 16 and the second sensor 18 are both communicated with the air outlet 90, forming a redundant monitoring structure.

[0007] Further, the anti-skid control valve further comprises a signal processing unit configured to receive signals of the first sensor 16 and the second sensor 18 and perform cross-checking, and trigger an abnormal early warning signal when a deviation value of the signals of the first sensor 16 and the second sensor 18 exceeds a preset tolerance range.

[0008] More preferably, the electromagnetic valve group comprises an exhaust electromagnetic valve 20 and a pressure maintaining electromagnetic valve 21; a linkage type valve actuator is further arranged in the valve body 1 and controlled by the exhaust electromagnetic valve 20 and the pressure maintaining electromagnetic valve 21, for performing air intake, pressure maintaining and exhaust actions, and the linkage type valve actuator comprises a mechanically linked air intake valve 6 and an exhaust valve 8.

[0009] Meanwhile, the anti-skid control valve generally adopts a diaphragm type, because the diaphragm is made of rubber and is very sensitive to temperature changes, and will become hard with the decrease of temperature, resulting in insensitivity.

[0010] Further, the linkage type valve actuator is a piston assembly, comprising: an air intake piston 5 controlled by a third control chamber 73 of the air intake piston 5, for driving the opening and closing of the air intake valve 6; and an exhaust piston 9 controlled by a sixth control chamber 76 of the exhaust piston 9, for driving the opening and closing of the exhaust valve 8; wherein the valve body 1 is provided with a gas path interlocking structure, so that the air intake piston 5 can apply a locking force to the exhaust piston 9 when the air intake piston 5 is closed, ensuring that the air intake valve 6 and the exhaust valve 8 are mutually exclusive, and the piston type anti-skid structure effectively avoids the influence of temperature on response.

[0011] Further, the gas path interlocking structure is linked by the third control chamber 73 of the air intake piston 5, the sixth control chamber 76 of the exhaust piston 9, the seventh control chamber 77 of the air intake piston 5 and the eighth control chamber 78 of the air intake piston 5, so that the air intake valve 6 is forcibly locked when the air intake valve 6 is closed, and the exhaust valve 8 needs to be independently controlled by pressure relief when the exhaust valve 8 is opened.

[0012] Further, the electrical interfaces of the first sensor 16 and the second sensor 18 are integrated on a multi-pin connector socket 19 with the electrical interfaces of the electromagnetic valve group.

[0013] More preferably, the valve body comprises a first electromagnetic valve seat 2 and a second electromagnetic valve seat 17 arranged symmetrically, and the first valve port 23 of the exhaust electromagnetic valve 20 and / or the second valve port 25 of the pressure maintaining electromagnetic valve 21 are integrally formed with the corresponding first electromagnetic valve seat 2 and second electromagnetic valve seat 17.

[0014] More preferably, the control interface is configured to upload the pressure signal of the outlet 90 to a vehicle-level central control unit ECU for monitoring and fault diagnosis of the vehicle braking system.

[0015] The utility model discloses an integrated anti -skidding control valve, is equipped with air inlet, air outlet and exhaust port on valve body 1, and the solenoid valve group and pressure detection module are integrated in valve body 1, wherein, the solenoid valve group controls the on-off of air inlet and air outlet, air outlet and exhaust port through opening and closing action, and the pressure detection module contains at least two pressure sensors, and its detection end is communicated with air outlet through internal gas circuit, is used for real -time detection brake pressure, and the output end is connected the solenoid valve group of anti -skidding control system through control interface, realizes closed loop control, the utility model discloses through integrated design and redundancy configuration, realized the accurate control of brake pressure, high reliability monitoring and system safety promotion. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical scheme in the specific embodiment of the utility model, the following will be needed to use the drawing in the specific embodiment to make a brief introduction, obviously, the drawing in the following description is some implementation of the utility model, for the ordinary skilled person in the art, under the premise of not paying the creative labor, still can obtain other drawings according to these drawings.

[0017] Figure 1 It is the overall structure component section view of the utility model;

[0018] Figure 2 It is the overall cavity section view of the utility model;

[0019] The figure mark represents: valve body 1, first electromagnetic valve seat 2, transition plate 3, middle valve body 4, air inlet piston 5, air inlet valve 6, air inlet 61, first air inlet cavity 62, second air inlet cavity 63, lower valve body 7, first control cavity 71, second control cavity 72, third control cavity 73, fourth control cavity 74, fifth control cavity 75, sixth control cavity 76, seventh control cavity 77, eighth control cavity 78, exhaust valve 8, exhaust port 81, atmosphere communication end 82, first exhaust end 83, second exhaust end 84, exhaust piston 9, air outlet 90, output transition cavity 91, first sensing end 92, second sensing end 93, output cavity 94, exhaust diaphragm 10, exhaust screw plug 11, exhaust moving iron core 12, exhaust static iron core 13, pressure maintaining static iron core 14, pressure maintaining moving iron core 15, first pressure sensor 16, second electromagnetic valve seat 17, second pressure sensor 18, multi-pin connector socket 19, exhaust electromagnetic valve 20, pressure maintaining electromagnetic valve 21, air inlet valve port of exhaust electromagnetic valve 22, first valve port 23, exhaust valve port of pressure maintaining electromagnetic valve 24, second valve port 25, exhaust valve port of exhaust valve 26. DETAILED DESCRIPTION

[0020] The content of the present application will be described clearly and completely below in conjunction with the drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Other embodiments obtained by those skilled in the art without creative labor on the basis of the embodiments in the present application all belong to the scope of protection of the present application.

[0021] In the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as a limitation on the present application that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0022] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0023] In addition, the technical features involved in the different embodiments of the present application described below can be combined with each other as long as they do not conflict with each other.

[0024] Example 1

[0025] like Figures 1-2 As shown, an integrated anti-slip control valve includes a valve body 1. The valve body 1 has an air inlet 61, an air outlet 90, and an exhaust port 81. The air inlet 61 is connected to the vehicle braking control terminal, and the air outlet 90 and exhaust port 81 are connected to the braking actuator terminal. The valve body 1 contains a solenoid valve assembly for controlling the air circuit connection. The opening and closing actions control the connection between the air inlet 61 and the air outlet 90, and between the air outlet 90 and the exhaust port 81. The valve body 1 also integrates a pressure detection module. The pressure detection module detects… The measuring end is connected to the air outlet 90 through the air passage inside the valve body 1, and is used to detect the braking pressure in real time. The output end of the pressure detection module is connected to a control interface, which is used to output the pressure signal to the solenoid valve group of the anti-skid control system to realize closed-loop control. The pressure detection module includes at least two pressure sensors, namely the first sensor 16 and the second sensor 18. The detection ends of the first sensor 16 and the second sensor 18 are both connected to the air outlet 90, forming a redundant monitoring structure. The dual sensor redundancy reduces the pressure monitoring failure rate.

[0026] The electrical interfaces of the first sensor 16 and the second sensor 18 are integrated with the electrical interface of the solenoid valve assembly on a multi-pin connector socket 19. The control interface is configured to upload the pressure signal from the outlet 90 to the vehicle-level central control unit ECU for status monitoring and fault diagnosis of the vehicle braking system.

[0027] In some embodiments, the anti-slip control valve further includes a signal processing unit configured to: receive signals from the first sensor 16 and the second sensor 18 and perform cross-verification; and trigger an abnormal warning signal when the deviation between the signals from the first sensor 16 and the second sensor 18 exceeds a preset tolerance range.

[0028] In some embodiments, the electromagnetic valve group includes an exhaust electromagnetic valve 20 and a pressure maintaining electromagnetic valve 21; a linkage type valve actuator is also arranged in the valve body 1, which is controlled by the exhaust electromagnetic valve 20 and the pressure maintaining electromagnetic valve 21, and is used to perform intake, pressure maintaining and exhaust actions, the linkage type valve actuator includes mechanically linked intake valve 6 and exhaust valve 8, and is a piston assembly, which includes: intake piston 5 controlled by third control chamber 73 of intake piston 5, which is used to drive the opening and closing of the intake valve 6; exhaust piston 9 controlled by sixth control chamber 76 of exhaust piston 9, which is used to drive the opening and closing of the exhaust valve 8; wherein the valve body 1 is provided with a gas path interlocking structure, so that the intake piston 5 can apply a locking force to the exhaust piston 9 when it is closed, and the actions of the intake valve 6 and the exhaust valve 8 are mutually exclusive, the stroke size can be adjusted, the piston area is also very easy to adjust, and the size of the product intake and exhaust passage can be easily realized, and the effect of large flow and fast response can be realized.

[0029] Further, the gas path interlocking structure links the third control chamber 73 of the intake piston 5, the sixth control chamber 76 of the exhaust piston 9, the seventh control chamber 77 of the intake piston 5 and the eighth control chamber 78 of the intake piston 5 by gas pressure, so that the exhaust valve 8 is forcibly locked when the intake valve 6 is closed, and the exhaust valve 8 needs to be independently controlled by pressure relief when it is opened. The piston type exhaust valve is interlocked by the gas path, so that the correctness of each intake and exhaust action is guaranteed, and there is no error action caused by not returning to the original position.

[0030] In some embodiments, the valve body includes symmetrically arranged first electromagnetic valve seat 2 and second electromagnetic valve seat 17, and the first valve port 23 of the exhaust electromagnetic valve 20 and / or the second valve port 25 of the pressure maintaining electromagnetic valve 21 are integrally formed with the corresponding first electromagnetic valve seat 2 and second electromagnetic valve seat 17, without separate valve port components, reducing the types of components, reducing the riveting process, and avoiding bumping.

[0031] The anti-skid control valve with double pressure sensors can be widely used in railway vehicle gas path systems and commercial vehicle braking systems, and has various advantages:

[0032] 1. When driving braking, the anti-skid system ECU can implement the brake pressure effect through the anti-skid control mode, and then compare the slip rate to more stably and outstandingly implement precise anti-skid control, so that the braking distance and braking time are controllable; when the wheel speed information is inaccurate, the system can quickly identify and avoid risks;

[0033] 2. The brake pressures between the wheels can be compared to early detect abnormal phenomena of the system;

[0034] 3. The pressure monitoring at the output end can be aggregated to the entire vehicle, allowing the vehicle to monitor abnormal conditions in the braking system and prevent phenomena such as brake dragging from occurring until serious consequences are discovered. For example, there was a previous case where an abnormal increase in brake pressure at a certain point caused the wheel hub temperature to rise, ultimately requiring the replacement of the entire wheel hub;

[0035] 4. This application is equipped with dual pressure sensors, which can be cross-checked for double protection;

[0036] The significance of this application lies in the fact that by integrating dual force sensors and an exhaust valve, dual pressure monitoring is achieved, which can effectively warn of abnormal braking pressure, ensure the control of braking distance and deceleration, and improve driving safety.

[0037] Specifically, such as Figure 1 As shown, two pressure sensors 16 and 18 are located inside the valve body 1. The exhaust solenoid valve 20 includes an exhaust moving iron core 12 and an exhaust stationary iron core 13. The pressure holding solenoid valve 21 includes a pressure holding stationary iron core 14 and a pressure holding moving iron core 15.

[0038] The transition plate 3 connects the middle valve body 4 and the first solenoid valve seat 2 and the second solenoid valve seat 17, with the air path transitioning through the connecting plate 3. The middle valve body 4 houses the intake piston 5 and the exhaust piston 9; the lower valve body 7 has an intake valve 6 and an exhaust valve 8 press-fitted onto it, both being metal-reinforced vulcanized rubber assemblies. The connection and disconnection of the intake air pressure and output air pressure are achieved through the engagement and disengagement of the intake piston 5 and the intake valve 6. The connection and disconnection of the output air pressure and the atmospheric air pressure at the exhaust port are achieved through the engagement and disengagement of the exhaust piston 9 and the exhaust valve 8.

[0039] The exhaust diaphragm 10 and exhaust plug 11 are placed at the tail of the pressure-holding stationary iron core 14 and at the valve port of the exhaust stationary iron core 12, and are mainly used to exhaust the solenoid valve and prevent dust and water.

[0040] Interface connection with the vehicle: The air inlet 61 is connected to the first air inlet chamber 62 of the exhaust solenoid valve 20 and the second air inlet chamber 63 of the pressure holding solenoid valve 21, and is connected to the vehicle service brake control port; the air outlet 90 is connected to the anti-skid control system through the output transition chamber 91, the first sensing end 92 of the second solenoid valve seat 17, the second sensing end 93 of the first solenoid valve seat 2, and the output chamber 94 connected to the air outlet 90; the exhaust port 81, the atmospheric connection end 82, and the second exhaust end 84 of the exhaust solenoid valve 20 are connected to the atmosphere.

[0041] This is for both air filling and staged air filling functions:

[0042] When the brake function: intake port 61 connects with the service brake control port, when the vehicle brakes, the compressed air directly enters the outlet port 90 through the intake port 61; another way of compressed air enters the first intake cavity 62 of the exhaust electromagnetic valve 20 and the second intake cavity 63 of the pressure maintaining electromagnetic valve 21 along the direction of the arrow shown in the figure; the intake valve port of the second control cavity 72 of the exhaust piston 9 is in a communication state at this time, the gas in the first intake cavity 62 of the exhaust electromagnetic valve 20 enters the fifth control cavity 75 of the exhaust piston 9 through the intake valve port of the second control cavity 72 of the exhaust piston 9, and then enters the sixth control cavity 76 of the exhaust piston 9, thereby pressing the exhaust piston 9 downward and making it adhere to the exhaust valve 8, and closing the exhaust port 81.

[0043] When the stage charging function:

[0044] When the stage charging signal is given to the valve body 1, the pressure maintaining electromagnetic valve 21 is intermittently powered off. When the pressure maintaining electromagnetic valve 21 is powered on, the pressure maintaining moving iron core 15 moves towards the pressure maintaining static iron core 14, opens the exhaust port 24 of the pressure maintaining electromagnetic valve of the pressure maintaining electromagnetic valve 21, and the gas pressure in the second intake cavity 63 of the pressure maintaining electromagnetic valve 21 enters the fourth control cavity 74 of the intake piston 5 through the exhaust port 24 of the pressure maintaining electromagnetic valve, reaches the third control cavity 73 of the intake piston 5, and pushes the intake piston 5 to press the intake valve 6. At this time, the gas pressure of the intake port 61 cannot enter the outlet port 90, and the purpose of the pressure maintaining output cavity is achieved. At the same time, the gas in the third control cavity 73 of the intake piston 5 enters the seventh control cavity 77 of the intake piston 5 of the exhaust piston 9 through the channel of the eighth control cavity 78 of the intake piston 5. At this time, the exhaust piston 9 is constantly in a state of closing the exhaust port 26 of the exhaust valve under the pressure of the sixth control cavity 76 of the exhaust piston 9 (the area of the sixth control cavity 76 of the exhaust piston 9 is much larger than that of the seventh control cavity 77 of the intake piston 5, and the pressure is the same).

[0045] When the pressure maintaining electromagnetic valve 21 is powered off, the pressure maintaining moving iron core 15 of the pressure maintaining electromagnetic valve 21 returns to the original position, the first valve port 23 is closed, the exhaust port 24 of the pressure maintaining electromagnetic valve is in an open state, the third control cavity 73 of the intake piston 5 is in atmospheric communication with the first exhaust end 83 cavity of the pressure maintaining electromagnetic valve 21, the intake piston 5 returns to the original position, the intake valve 6 is opened, and the intake port 61 is in communication with the outlet port 90.

[0046] When the exhaust and stage exhaust function:

[0047] When the relief function: the intake port 61 connects with the service brake control port, when the vehicle brake is completed and the brake relief is performed, the compressed air intake port 61 is reduced to 0, the exhaust electromagnetic valve 20 and the pressure maintaining electromagnetic valve 21 are both powered off, the intake piston 5 is in a state of opening the intake valve 6, the intake port 61 is in communication with the outlet port 90, and the pressure of the outlet port 90 is directly discharged through the intake port 61.

[0048] When the stage exhaust function: when the brake pressure exists in the outlet 90, and the vehicle exists the sliding condition, the ECU sends the stage exhaust signal to the valve body, the pressure maintaining solenoid valve 21 is in the normal on state, the exhaust solenoid valve 20 is intermittently powered off, at this time the pressure maintaining solenoid valve 21 is always powered, so the inlet piston 5 is in the closed state, at this time the inlet 61 is cut off with the outlet 90. When the exhaust solenoid valve is powered, the exhaust moving iron core 12 moves to the exhaust static iron core 13, closes the inlet valve port 22 of the exhaust solenoid valve, opens the second valve port 25, the gas in the sixth control cavity 76 of the exhaust piston 9 is discharged to the second exhaust end 84 of the exhaust solenoid valve 20 through the second valve port 25, the exhaust piston 9 opens the exhaust valve port 26 of the exhaust valve under the action of the gas pressure in the eighth control cavity 78 of the inlet piston 5, at this time the outlet 90 is discharged to the exhaust port 81 through the output transition cavity 91 and the exhaust valve port 26, the gas pressure in the outlet 90 is reduced, that is, the brake force is reduced. Through the intermittent on-off of the exhaust solenoid valve, the gas pressure in the outlet 90 is reduced in stages, the wheel friction force is increased, and the vehicle sliding is eliminated.

[0049] Pressure detection function:

[0050] The outlet 90 output port pressure passes through the annular channel of the output transition cavity 91 to the output cavity 94 connected with the outlet 90, and enters the sensing end of the gas pressure sensor of the first sensing end 92 of the second solenoid valve seat 17 and the second sensing end 93 of the first solenoid valve seat 2 through the gas channel shown by the arrow. The information of the sensor is output to the ECU of the anti-skid system for pressure judgment. At the same time, the ECU of the anti-skid system can also share the information with the vehicle ECU for corresponding judgment and alarm.

[0051] Obviously, the above embodiments of the utility model are only examples for clearly illustrating the utility model, and are not the limitation of the embodiments of the utility model. For ordinary skilled in the art, on the basis of the above description, other different forms of changes or changes can be made. Here, it is not necessary and impossible to exhaust all the embodiments. Any modification, equivalent replacement and improvement made within the spirit and principle of the utility model should be included in the protection scope of the utility model claims.

Claims

1. An integrated anti-skid control valve, comprising a valve body (1) provided with an air inlet (61), an air outlet (90) and an exhaust outlet (81), an electromagnetic valve group for controlling the on-off of the air path being arranged in the valve body (1), the on-off of the air inlet (61) and the air outlet (90) and the on-off of the air outlet (90) and the exhaust outlet (81) being controlled by the opening and closing actions, characterized in that, The valve body (1) further integrates a pressure detection module, a detection end of the pressure detection module being communicated with the air outlet (90) through an air path inside the valve body (1) and being used for detecting the brake pressure in real time; an output end of the pressure detection module is connected with a control interface, which is used for outputting the pressure signal to the electromagnetic valve group of the anti-skid control system to realize closed-loop control, wherein the pressure detection module comprises at least two pressure sensors, i.e. a first sensor (16) and a second sensor (18).

2. The integrated traction control valve of claim 1, wherein The air inlet (61) is used for communicating with a driving brake control end, and the air outlet (90) and the air exhaust outlet (81) are used for connecting a brake execution end.

3. The integrated traction control valve of claim 1, wherein, The detection ends of the first sensor (16) and the second sensor (18) are communicated with the air outlet (90), and a redundant monitoring structure is formed.

4. The integrated traction control valve of claim 2, wherein, The anti-skid control valve further comprises a signal processing unit, which is configured to: receive signals of the first sensor (16) and the second sensor (18), and perform cross-checking; when a deviation value of the signals of the first sensor (16) and the second sensor (18) exceeds a preset tolerance range, an abnormal early warning signal is triggered.

5. The integrated traction control valve of claim 1, wherein, The electromagnetic valve group comprises an air exhaust electromagnetic valve (20) and a pressure maintaining electromagnetic valve (21); the valve body (1) further comprises a linkage type valve execution mechanism, which is controlled by the air exhaust electromagnetic valve (20) and the pressure maintaining electromagnetic valve (21) and is used for executing air intake, pressure maintaining and air exhaust actions, and the linkage type valve execution mechanism comprises a mechanically linked air intake valve (6) and an air exhaust valve (8).

6. The integrated traction control valve of claim 5, wherein, The linkage type valve execution mechanism is a piston assembly, which comprises: an air intake piston (5) controlled by a first control cavity (73) of the air intake piston (5) and used for driving the air intake valve (6) to open and close; and an air exhaust piston (9) controlled by a sixth control cavity (76) of the air exhaust piston (9) and used for driving the air exhaust valve (8) to open and close; wherein the valve body (1) is provided with an air path interlocking structure, so that the air intake piston (5) can apply a locking force to the air exhaust piston (9) when the air intake piston (5) is closed, thereby ensuring that the air intake valve (6) and the air exhaust valve (8) are mutually exclusive.

7. The integrated traction control valve of claim 6, wherein, The air path interlocking structure is linked by air pressures of the first control cavity (73) of the air intake piston (5), the sixth control cavity (76) of the air exhaust piston (9), the third control cavity (77) of the air intake piston (5) and the fourth control cavity (78) of the air intake piston (5), so that the air intake valve (6) is forcibly locked when the air intake valve (6) is closed, and the air exhaust valve (8) needs to be independently controlled to be depressurized when the air exhaust valve (8) is opened.

8. The integrated traction control valve of any one of claims 1 to 5, wherein, Electrical interfaces of the first sensor (16) and the second sensor (18) and electrical interfaces of the electromagnetic valve group are integrated on one multi-pin connector socket (19).

9. The integrated traction control valve of claim 5, wherein, The valve body comprises symmetrically arranged first electromagnetic valve seats (2) and second electromagnetic valve seats (17), and the first valve port (23) of the air exhaust electromagnetic valve (20) and / or the second valve port (25) of the pressure maintaining electromagnetic valve (21) are integrally formed with the corresponding first electromagnetic valve seats (2) and second electromagnetic valve seats (17).

10. The integrated traction control valve of claim 1, wherein, The control interface is configured to upload the pressure signal of the air outlet (90) to a vehicle-level central control unit for state monitoring and fault diagnosis of the vehicle brake system.

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