Trailer brake module and vehicle

Abstract

The application provides a trailer brake module and a vehicle, and relates to the technical field of vehicles. The trailer brake module comprises a valve assembly, a trailer brake assembly and a first detection member. When the trailer of the vehicle is in water, the first detection member can detect that the trailer of the vehicle is in a water state, so that the air pressure in the control chamber is greater than the first preset air pressure and smaller than the second preset air pressure by inputting gas into the control chamber, and the trailer of the vehicle can be disconnected from the outside of the valve body without braking. In this way, water can be prevented from entering the inside of the valve assembly when the trailer of the vehicle is in water, and the driving state of the vehicle will not be affected by the braking of the trailer of the vehicle, thereby achieving the purpose of fully protecting the valve assembly, and further making the trailer brake module of the application more safe and reliable in the water state.

Description

Technical Field

[0001] This application relates to a trailer braking module and a vehicle, belonging to the field of vehicle technology. Background Technology

[0002] When a vehicle comes to a stop at high speed, it needs to be controlled by the braking system. EBS, or Electronic Braking System, is a commonly used vehicle braking system. EBS can electronically adjust brake air pressure according to road conditions and driving conditions, thus enabling safer braking. The trailer brake module is a component of the EBS system used to brake the trailer of the vehicle. The trailer module has an exhaust channel to release brake air when the vehicle is released from the brakes.

[0003] When a vehicle is in a water-filled state, there is a possibility that external water may enter the trailer module through the exhaust channel, which may cause damage to the trailer module and prevent it from working properly, thus posing a risk to the vehicle's operation. Utility Model Content

[0004] This application provides a trailer braking module and vehicle, which solves the problem in the related technology that the trailer module is prone to water ingress and failure when the vehicle is submerged in water.

[0005] In a first aspect, this application provides a trailer braking module, applied to a trailer of a vehicle, comprising:

[0006] A valve assembly includes a valve body and a switching element. The valve body has an outlet chamber and a control chamber. One end of the outlet chamber is connected to an air source, and the control chamber is connected to the air source. The outlet chamber is also connected to the outside of the valve body. The switching element is movably disposed on the valve body.

[0007] The trailer braking assembly has a brake chamber, which is connected to the air outlet chamber. When the air pressure in the brake chamber is greater than or equal to the brake air pressure, the trailer braking assembly brakes the trailer of the vehicle.

[0008] When the air pressure in the control chamber is greater than the first preset air pressure, the gas in the control chamber drives the switch to move to disconnect the connection between the outlet chamber and the outside of the valve body, and open the connection between the gas source and the outlet chamber.

[0009] When the air pressure in the outlet chamber increases to the point that the air pressure in the outlet chamber is balanced with the air pressure in the control chamber, the switch is driven to move to disconnect the connection between the outlet chamber and the air source.

[0010] When the air pressure in the control chamber is greater than or equal to the second preset air pressure, the air pressure in the outlet chamber is not less than the braking air pressure.

[0011] The first detection component is configured to detect whether the trailer of the vehicle is in a water-filled state;

[0012] Specifically, when the trailer of the vehicle is in a water-wading, non-braking state, the gas pressure input from the air source to the control chamber is greater than the first preset gas pressure and less than the second preset gas pressure.

[0013] In some embodiments, when the force exerted by the air pressure in the control chamber on the switching element is less than the force exerted by the gas in the outlet chamber on the switching element, the gas in the outlet chamber drives the switching element to move to open the connection between the outlet chamber and the outside of the valve body.

[0014] In some embodiments, the valve body further includes an air inlet chamber, and the air outlet chamber is connected to the air source through the air inlet chamber.

[0015] In some embodiments, the valve body further includes an exhaust chamber, which communicates with the outside of the valve body.

[0016] In some embodiments, the switching element includes a piston and a valve, the piston and the valve being movably disposed within the valve body. The piston has a first end and a second end facing away from each other, the first end being located in the control chamber and the second end being located in the exhaust chamber. The valve is located on the side of the piston facing away from the control chamber, and the side of the valve facing away from the control chamber is located in the intake chamber. The exhaust chamber has a first opening for communicating with the exhaust chamber, and the intake chamber has a second opening for communicating with the exhaust chamber.

[0017] When the air pressure in the control chamber is greater than the first preset air pressure, the gas in the control chamber drives the piston and the valve to move in a first direction, so that the piston is opposite to the first opening and blocks the first opening, and the valve is separated from the second opening. The first direction is the direction in which the piston faces the valve.

[0018] When the air pressure in the control chamber is balanced with the air pressure in the intake chamber, the valve is driven to move in the second direction to block the second opening. The second direction is opposite to the first direction.

[0019] When the force exerted by the gas in the control chamber on the first end is less than the force exerted by the gas in the outlet chamber on the second end, the gas in the outlet chamber drives the piston to move along the second direction, so that the piston separates from the first opening.

[0020] In some embodiments, the switching element further includes an elastic element, one end of which is connected to the valve body and the other end of which is connected to the valve.

[0021] When the first opening is closed and the second opening is open, the elastic element deforms and has an elastic force;

[0022] When the air pressure in the control chamber is balanced with the air pressure in the intake chamber, the elastic force of the elastic element drives the valve and the piston to move in the second direction, so that the valve blocks the second opening.

[0023] In some embodiments, the exhaust chamber and the control chamber are both arranged around the piston, and the intake chamber is arranged around the valve.

[0024] In some embodiments, the exhaust chamber is disposed around the exhaust chamber, and the first opening is disposed on the side wall of the exhaust chamber.

[0025] In some embodiments, the trailer braking module further includes an air pressure regulating component configured to regulate the air pressure within the control chamber.

[0026] In some embodiments, the air intake chamber further has a third opening connected to the air pressure regulating assembly, which is connected to the control chamber.

[0027] In some embodiments, the air pressure regulating assembly includes a first on / off element and a second on / off element. The air inlet end of the first on / off element is connected to the third opening. The first on / off element has a first air outlet end and a second air outlet end. The first air outlet end of the first on / off element is connected to the control chamber. The second air outlet end of the first on / off element is connected to the air inlet end of the second on / off element. The air outlet end of the second on / off element is connected to the exhaust chamber.

[0028] In some embodiments, a third switching element is also included, which is disposed between the air outlet chamber and the brake chamber, and is configured to connect or disconnect the air outlet chamber and the brake chamber.

[0029] In some embodiments, a second detection element is also included, which is electrically connected to the pressure regulating assembly and is configured to detect the pressure in the control chamber.

[0030] When the air pressure in the control chamber is less than or equal to the first preset air pressure, the air pressure regulating component is configured to regulate the air pressure of the gas input from the air source to the valve assembly to be greater than the first preset air pressure.

[0031] In some embodiments, the first detection element is a wading sensor, which is installed on the trailer of the vehicle, and the second detection element is a barometric pressure sensor.

[0032] Secondly, this application provides a vehicle including the trailer braking module described above.

[0033] In the trailer braking module provided in this application, an air source can input gas into the control chamber of the valve assembly. When the air pressure in the control chamber is greater than a first preset air pressure, the gas in the control chamber drives a switch to move, causing the switch to disconnect the outlet chamber from the outside of the valve body, while connecting the outlet chamber to the air source. This allows the air source to input gas into the outlet chamber, and the gas can ultimately enter the brake chamber of the trailer braking assembly, thereby providing braking pressure for the trailer. When the trailer is wading through water, a first detection element can detect that the trailer is in a wading state. Gas can then be input into the control chamber through the air source, making the air pressure in the control chamber greater than the first preset air pressure and less than a second preset air pressure. This results in the brake chamber pressure being less than the braking pressure of the trailer braking assembly, allowing the trailer to disconnect the outlet chamber from the outside of the valve body even without braking. This prevents water from entering the valve assembly when the vehicle's trailer is wading through water, and it does not affect the vehicle's driving status by impacting the trailer brakes, thus fully protecting the valve assembly and making the trailer brake module of this application safer and more reliable when wading through water.

[0034] The vehicle provided in this application includes the trailer braking module mentioned above, which enables the vehicle to safely and reliably pass through the water area without affecting the vehicle's driving status when wading through water. Attached Figure Description

[0035] The above and other objects, features, and advantages of embodiments of this application will become more readily understood through the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application will be described by way of example and non-limitation, wherein:

[0036] Figure 1 This is a schematic diagram of a trailer braking module according to an embodiment of this application;

[0037] Figure 2 This is a schematic diagram showing that the exhaust chamber and the exhaust chamber of the trailer braking module are disconnected in an embodiment of this application;

[0038] Figure 3 This is a schematic diagram showing the connection between the air outlet chamber and the air inlet chamber of the trailer braking module in an embodiment of this application;

[0039] Figure 4 This is a schematic diagram showing the connection between the valve assembly and the trailer brake assembly of the trailer brake module in an embodiment of this application.

[0040] Figure 5 This is a schematic diagram of the air pressure regulating component of the trailer brake module according to an embodiment of this application;

[0041] Figure 6 This is a schematic diagram showing the connection between the first detection element and the third switching element of the trailer braking module in an embodiment of this application.

[0042] Figure label:

[0043] 100 - Valve assembly; 110 - Valve body; 111 - Control chamber; 112 - Inlet chamber; 112a - Third opening; 113 - Outlet chamber; 113a - First opening; 113b - Second opening; 114 - Exhaust chamber; 120 - Piston; 121 - First end; 122 - Second end; 130 - Valve; 140 - Elastic element;

[0044] 200 - Trailer brake assembly; 210 - Brake chamber;

[0045] 300 - Air pressure regulating component; 310 - First on / off element; 320 - Second on / off element;

[0046] 400 - First Inspection Item;

[0047] 500 - Third disconnector;

[0048] 600 - Second Inspection Item;

[0049] 700 - Gas source;

[0050] 800 - Control Components. Detailed Implementation

[0051] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0052] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, 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, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0053] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0054] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0055] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0056] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] When a vehicle comes to a stop at high speed, it needs to be controlled by the braking system. EBS, or Electronic Braking System, is a commonly used vehicle braking system. EBS can electronically adjust brake air pressure according to road conditions and driving conditions, thus enabling safer braking. The trailer brake module is a component of the EBS system used to brake the trailer of the vehicle. The trailer module has an exhaust channel to release brake air when the vehicle is released from the brakes.

[0058] When a vehicle is in a water-filled state, there is a possibility that external water may enter the trailer module through the exhaust channel, which may cause damage to the trailer module and prevent it from working properly, thus posing a risk to the vehicle's operation.

[0059] In the trailer braking module proposed in this application, an air source can input gas into the control chamber of the valve assembly. When the air pressure in the control chamber is greater than a first preset air pressure, the gas in the control chamber drives a switch to move, causing the switch to disconnect the outlet chamber from the outside of the valve body, while connecting the outlet chamber to the air source. This allows the air source to input gas into the outlet chamber, and the gas can ultimately enter the brake chamber of the trailer braking assembly, thereby providing braking air pressure for the trailer. When the trailer is wading through water, a first detection element can detect that the trailer is in a wading state. Gas can then be input into the control chamber through the air source, making the air pressure in the control chamber greater than the first preset air pressure and less than a second preset air pressure. This ensures that the air pressure in the brake chamber is less than the braking air pressure of the trailer braking assembly, allowing the trailer to disconnect the outlet chamber from the outside of the valve body even without braking. This prevents water from entering the valve assembly when the trailer is wading through water, and it does not affect the vehicle's driving status by impacting the trailer brakes, thus fully protecting the valve assembly. Consequently, the trailer braking module of this application is safer and more reliable when wading through water.

[0060] The vehicle proposed in this application includes the trailer braking module described above, enabling the vehicle to safely and reliably pass through water-crossing areas without affecting its driving status.

[0061] The trailer braking module and control method provided in this application will be described in detail below with reference to specific embodiments.

[0062] refer to Figures 1 to 5 As shown, the trailer braking module proposed in this application includes a valve assembly 100, a trailer braking assembly 200, an air pressure regulating assembly 300, and a first detection element 400. This trailer braking module can be applied to a vehicle for trailer braking.

[0063] The valve assembly 100 includes a valve body 110 and a switching element. The valve body 110 is the basic component of the valve assembly 100 of this application, and can provide a mounting base for at least some other components of the valve assembly 100. The valve body 110 can be made of a metallic material, which gives the valve body 110 better structural strength, thereby making the valve body 110 more durable and reliable.

[0064] The valve body 110 has an air inlet chamber 112, an air outlet chamber 113, an exhaust chamber 114, and a control chamber 111. The air inlet chamber 112, the air outlet chamber 113, the exhaust chamber 114, and the control chamber 111 are all hollow structures within the valve body 110.

[0065] Both the control chamber 111 and the intake chamber 112 are connected to the air source 700. Switching elements are movably disposed within the valve body 110, with some elements located in the control chamber 111 and others in the outlet chamber 113. The air source 700 can input gas into the control chamber 111 and the intake chamber 112. After pressure is established in the control chamber 111, the gas within it can drive the switching elements to move.

[0066] The intake chamber 112 is also connected to the exhaust chamber 113, which is also connected to the exhaust chamber 114. The exhaust chamber 114 is also in communication with the atmosphere outside the valve body 110. The gas in the control chamber 111 and the gas in the exhaust chamber 113 can drive the switching element to connect or disconnect the intake chamber 112 from the exhaust chamber 113, and connect or disconnect the exhaust chamber 113 from the exhaust chamber 114. Thus, when the intake chamber 112 is connected to the exhaust chamber 113, the gas supplied by the air source 700 to the intake chamber 112 can enter the exhaust chamber 113. It should be understood that the air source 700 can be an air source 700 device inside the vehicle, or it can be a dedicated air source 700 used in the trailer braking module of this application.

[0067] refer to Figures 1 to 4 As shown, the trailer brake assembly includes a brake chamber 210, which is a cavity structure within the trailer brake assembly. When the gas pressure in the brake chamber 210 reaches the braking pressure of the trailer brake assembly 200, the trailer brake assembly 200 can brake the trailer of the vehicle. The brake chamber 210 of the trailer brake assembly is connected to the outlet chamber 113 of the valve assembly 100. Correspondingly, the gas supplied by the air source 700 to the inlet chamber 112 can ultimately enter the brake chamber 210 through the outlet chamber 113. When the gas pressure supplied by the air source 700 to the brake chamber 210 of the trailer brake assembly 200 reaches the braking pressure, the trailer brake assembly 200 can brake the trailer of the vehicle. When the trailer brake module of this application needs to release the braking state, the gas pressure in the brake chamber 210 needs to be lower than the braking pressure.

[0068] The air pressure regulating component 300 is connected to the air source 700. The air pressure regulating component 300 can control the amount of gas input from the air source 700 into the control chamber 111, thereby achieving the purpose of regulating the air pressure in the control chamber 111.

[0069] refer to Figure 1 As shown, when the air pressure in the control chamber 111 is less than or equal to the first preset air pressure, the switch does not disconnect the outlet chamber 113 from the exhaust chamber 114, allowing the outlet chamber 113 to communicate with the atmosphere through the exhaust chamber 114. The switch also blocks the connection between the inlet chamber 112 and the outlet chamber 113, preventing them from communicating. Consequently, the gas in the inlet chamber 112 cannot enter the outlet chamber 113, and therefore cannot enter the brake chamber 210. The brake chamber 210 is connected to the exhaust chamber 114 through the outlet chamber 113, allowing it to communicate with the atmosphere outside the valve body 110. This results in the air pressure in the brake chamber 210 being less than the brake pressure, thus putting the trailer brake module in a non-braking state.

[0070] refer to Figure 2 As shown, when the air pressure regulating component 300 controls the air source 700 to input gas into the control chamber 111, causing the air pressure in the control chamber 111 to increase to a level greater than the first preset air pressure, the force exerted by the gas in the control chamber 111 on the switching element is greater than the force exerted by the gas in the outlet chamber 113 on the switching element. The gas in the control chamber 111 can drive the switching element to move to disconnect the connection between the outlet chamber 113 and the exhaust chamber 114, thereby disconnecting the outlet chamber 113 from the exhaust chamber 114. The gas in the outlet chamber 113 cannot enter the atmosphere outside the valve body 110 through the exhaust chamber 114.

[0071] refer to Figure 3 As shown, after the air pressure in the control chamber 111 gradually and continuously increases, the gas in the control chamber 111 can also drive the switch to move to open the connection between the intake chamber 112 and the exhaust chamber 113, thereby connecting the intake chamber 112 and the exhaust chamber 113, while the exhaust chamber 113 remains disconnected from the exhaust chamber 114. The air source 700 can input gas into the exhaust chamber 113 through the intake chamber 112, and the gas can enter the brake chamber 210 through the exhaust chamber 113.

[0072] It should be understood that the intake chamber 112, the exhaust chamber 113, and the brake chamber 210 are connected, so that the air pressure in the intake chamber 112, the exhaust chamber 113, and the brake chamber 210 remains the same when the intake chamber 112 and the exhaust chamber 113 are connected. When the air source 700 inputs gas into the brake chamber 210 through the intake chamber 112 and the exhaust chamber 113, the air pressure in the exhaust chamber 113 continuously increases, and the gas in the exhaust chamber 113 can drive the switching element to move. When the air pressure in the exhaust chamber 113 is balanced with the air pressure in the control chamber 111, the switching element can be driven to move to disconnect the connection between the intake chamber 112 and the exhaust chamber 113, thereby disconnecting the intake chamber 112 and the exhaust chamber 113. In this way, the air source 700 cannot deliver gas to the air outlet chamber 113 through the air inlet chamber 112. Accordingly, the air pressure in the air outlet chamber 113 and the brake chamber 210 can remain stable, and the air pressure in the air outlet chamber 113 is the same as the air pressure in the control chamber 111, so the switching components can remain balanced and stable.

[0073] It should be understood that the higher the air pressure in the control chamber 111, the greater the air pressure required to be input into the outlet chamber 113 so that the gas in the outlet chamber 113 can overcome the air pressure in the control chamber 111 to drive the switch to move to disconnect the connection between the inlet chamber 112 and the outlet chamber 113. Therefore, the higher the air pressure in the control chamber 111, the higher the air pressure ultimately maintained in the outlet chamber 113, resulting in a higher air pressure ultimately maintained in the brake chamber 210. When the air pressure in the control chamber 111 is greater than or equal to the second preset air pressure, the corresponding air pressure in the outlet chamber 113 is greater than or equal to the brake air pressure, and the trailer braking module of this application can maintain the trailer state of the braked vehicle.

[0074] Therefore, when the trailer braking module of this application needs to brake the trailer of the vehicle, the air pressure regulating component 300 can control the air source 700 to supply gas into the control chamber 111, so that the air pressure in the control chamber 111 reaches the second preset air pressure. In this way, the air source 700 can supply gas to the brake chamber 210 through the air inlet chamber 112 and the air outlet chamber 113. When the air pressure in the air outlet chamber 113 is greater than or equal to the brake air pressure, and the air pressure in the brake chamber 210 is also greater than or equal to the brake air pressure, the switch is driven to move to block the connection between the air inlet chamber 112 and the air outlet chamber 113, and the switch is kept balanced by the air pressure in the control chamber 111 and the air inlet chamber 112. In this way, the air pressure in the air outlet chamber 113 and the brake chamber 210 can be maintained at the brake air pressure, and the trailer braking component 200 can brake the trailer of the vehicle.

[0075] When it is necessary to release the trailer brake of the vehicle, the air pressure in the control chamber 111 can be adjusted by the air pressure regulating component 300, so that the air pressure in the control chamber 111 is lower than the first preset air pressure. In this way, the force of the gas in the control chamber 111 on the switching element is less than the force of the gas in the exhaust chamber 113 on the switching element. The gas in the exhaust chamber 113 can drive the switching element to move to open the connection between the exhaust chamber 113 and the exhaust chamber 114, thereby connecting the exhaust chamber 113 and the exhaust chamber 114. As a result, the brake chamber 210 can be connected to the atmosphere outside the valve body 110 through the exhaust chamber 113 and the exhaust chamber 114. The gas in the brake chamber 210 can be discharged into the atmosphere outside the valve body 110, so that the air pressure in the brake chamber 210 and the exhaust chamber 113 is lower than the brake air pressure, thereby causing the trailer brake component 200 to release the trailer brake on the vehicle.

[0076] The first detection element 400 can detect whether the trailer of the vehicle is in a water-filled state, and the first detection element 400 is electrically connected to the air pressure regulating component 300. When the first detection element 400 detects that the vehicle is in a water-filled state, the air pressure regulating component 300 can control the air source 700 to deliver gas into the control chamber 111, so that the air pressure in the control chamber 111 is greater than the first preset air pressure. In this way, when the exhaust chamber 113 is disconnected from the exhaust chamber 114, the exhaust chamber 113 is disconnected from the atmosphere. When the vehicle is in water, external water vapor cannot enter the exhaust chamber 113, and therefore cannot enter the brake chamber 210, thus achieving the purpose of protecting the trailer braking module of this application.

[0077] When a vehicle passes through a flooded section and is moving normally, in order not to affect the vehicle's passage, the air pressure in the control chamber 111 can be adjusted by the air pressure regulating component 300 to be greater than a first preset air pressure and less than a second preset air pressure. This allows the exhaust chamber 113 to be disconnected from the exhaust chamber 114, and even if the intake chamber 112 supplies gas to the exhaust chamber 113, increasing the air pressure in the brake chamber 210, the air pressure in the brake chamber 210 will still be less than the braking air pressure. In this way, the trailer braking module of this application will not brake the trailer of the vehicle, allowing the vehicle to maintain its passage without deceleration or braking, and enabling the vehicle to pass through the flooded section quickly and safely.

[0078] Furthermore, it should be understood that when the vehicle is in a flooded section and needs to brake, the air pressure in the control chamber 111 can be adjusted by the air pressure regulating component 300 to be greater than the second preset air pressure. In this way, the gas supplied by the air source 700 to the brake chamber 210 through the intake chamber 112 and the exhaust chamber 113 can make the air pressure in the brake chamber 210 greater than or equal to the brake air pressure, and the exhaust chamber 113 and the exhaust chamber 114 are in a disconnected state, so the vehicle can brake safely in a flooded section.

[0079] In some implementations, reference Figures 1 to 3As shown, in order to control the opening and closing of the exhaust chamber 113 and the exhaust chamber 114, as well as the opening and closing of the intake chamber 112 and the exhaust chamber 113 when the switching element moves, the switching element may be provided with a piston 120, a valve 130, and an elastic element 140. The piston 120 and the valve 130 are movably disposed within the valve body 110, and the two ends of the elastic element 140 are respectively connected to the valve 130 and the valve body 110.

[0080] Piston 120 has a first end 121 and a second end 122 facing away from each other. The first end 121 is located in the control chamber 111, and the second end 122 is located in the outlet chamber 113. Valve 130 is located on the side of piston 120 facing away from control chamber 111. When the air pressure in control chamber 111 is greater than the air pressure in outlet chamber 113 and greater than a preset air pressure, the gas in control chamber 111 can push the first end 121 of piston 120, causing piston 120 to move in a first direction, i.e., towards valve 130, thereby allowing piston 120 to push valve 130 to move along the first direction as well. Correspondingly, elastic element 140 can deform under the action of valve 130 to generate elastic force. When the air pressure in outlet chamber 113 is balanced with the air pressure in control chamber 111, the restoring elastic force of elastic element 140 can push the end of valve 130 facing away from piston 120, causing valve 130 to move in a second direction opposite to the first direction.

[0081] The exhaust chamber 113 has a first opening 113a for communicating with the exhaust chamber 114, and the intake chamber 112 has a second opening 113b for communicating with the exhaust chamber 113.

[0082] When the air pressure regulating component 300 adjusts the air pressure in the control chamber 111 to be greater than the first preset air pressure, the gas in the control chamber 111 drives the piston 120 to move in the first direction, so that the piston 120 is opposite to the first opening 113a and blocks the first opening 113a. In this way, the exhaust chamber 113 and the exhaust chamber 114 can be disconnected, and external water vapor cannot enter the exhaust chamber 113 through the exhaust chamber 114, so as to protect the trailer brake module of this application. The piston 120 moving in the first direction can drive the valve 130 to move in the first direction until the valve 130 is separated from the second opening 113b. The valve 130 will also drive the elastic element 140 to deform and generate elastic force. At this time, the intake chamber 112 and the exhaust chamber 113 are connected, and the air source 700 can deliver gas to the exhaust chamber 113 through the intake chamber 112, and then deliver gas to the brake chamber 210.

[0083] When the air pressure in the exhaust chamber 113 continues to increase until it balances with the air pressure in the control chamber 111, neither the gas in the control chamber 111 nor the gas in the intake chamber 112 can drive the piston 120 and valve 130 to move. At this time, the elastic force of the elastic element 140 can drive the valve 130 to move in the second direction, so that the valve 130 blocks the second opening 113b. In this way, the air source 700 can no longer supply gas to the exhaust chamber 113 through the intake chamber 112, and the air pressure in the brake chamber 210 and the exhaust chamber 113 can be maintained. If the air pressure in the control chamber 111 is greater than or equal to the second preset air pressure, the corresponding air pressure in the brake chamber 210 can be maintained at or greater than the brake air pressure, so that the trailer brake module of this application can maintain the trailer brake state of the vehicle. If the air pressure in the control chamber 111 is less than the second preset air pressure, the first opening 113a is in the open state, and the air pressure in the brake chamber 210 is less than the brake air pressure, so the trailer of the vehicle can safely pass through water.

[0084] When the trailer of the vehicle needs to release the brake, the air pressure regulating component 300 adjusts the air pressure in the control chamber 111 to be lower than the second preset air pressure. This makes the force exerted by the gas in the exhaust chamber 113 on the piston 120 greater than the force exerted by the gas in the control chamber 111 on the piston. The air pressure in the exhaust chamber 113 can drive the piston 120 to move in the second direction until the piston 120 separates from the first opening 113a. In this way, the gas in the brake chamber 210 can be discharged to the atmosphere outside the valve body 110 through the exhaust chamber 113 and the exhaust chamber 114, and the trailer of the vehicle can be released from the brake.

[0085] When the vehicle's trailer has passed through the flooded section, the first detection element 400 sends a signal to the air pressure regulating component 300 indicating that the vehicle's trailer has passed through the flooded section. The air pressure regulating component 300 adjusts the air pressure in the control chamber 111 to be lower than the second preset air pressure, so that the force exerted by the gas in the exhaust chamber 113 on the piston 120 is greater than the force exerted by the gas in the control chamber 111 on the piston. The air pressure in the exhaust chamber 113 can drive the piston 120 to move in the second direction until the piston 120 separates from the first opening 113a. In this way, the gas in the brake chamber 210 can be discharged to the atmosphere outside the valve body 110 through the exhaust chamber 113 and the exhaust chamber 114.

[0086] In some implementations, reference Figures 1 to 3As shown, the control chamber 111, the outlet chamber 113, and the inlet chamber 112 within the valve assembly 100 of this application can be arranged along the axial direction of the valve body 110, and the axial direction of the valve body 110 is the first direction. Both the outlet chamber 113 and the control chamber 111 are arranged around the piston 120. This increases the contact area between the gas in the outlet chamber 113 and the first end of the piston 120, and also increases the contact area between the gas in the outlet chamber 113 and the second end of the piston 120. This makes it easier for the gas in the control chamber 111 to drive the piston 120 to move along the first direction, and also makes it easier for the gas in the outlet chamber 113 to drive the piston 120 to move along the second direction.

[0087] The control chamber 111, the exhaust chamber 113, and the intake chamber 112 are distributed along a first direction, such that the control chamber 111 is located entirely at the first end of the piston 120, and the exhaust chamber 113 is located entirely at the second end of the piston 120. This ensures that the air pressure in the control chamber 111 can fully act on the first end of the piston 120, and that the air pressure in the exhaust chamber 113 can fully act on the second end of the piston 120.

[0088] In some embodiments, to allow the piston 120 to move in the first direction and block the first opening 113a, the outlet chamber 113 of the valve body 110 may be configured to surround the exhaust chamber 114, and the first opening 113a of the outlet chamber 113 may be configured as the side wall of the outlet chamber 113, thus allowing the outlet chamber 113 and the exhaust chamber 114 to be easily connected. Correspondingly, a portion of the piston 120 is also located within the exhaust chamber 114, so that when the piston 120 moves in the first direction, it can move to block the first opening 113a that communicates with the side wall of the exhaust chamber 114.

[0089] In some implementations, reference Figures 1 to 3 As shown, to allow the air source 700 to be connected to both the control chamber 111 and the intake chamber 112, the intake chamber 112 may also include a third opening 112a. The third opening 112a of the intake chamber 112 is connected to the air pressure regulating component 300, which is connected to the control chamber 111. Gas input from the air source 700 into the intake chamber 112 can enter the air pressure regulating component 300 through the third opening 112a, and then enter the control chamber 111 through the air pressure regulating component 300. In this way, a portion of the gas supplied by the air source 700 to the intake chamber 112 can be supplied to the exhaust chamber 113, and another portion of the gas supplied by the air source 700 to the intake chamber 112 can be supplied to the control chamber 111. Correspondingly, the air source 700 does not need to be separately connected to the intake chamber 112 and the control chamber 111, reducing the number of pipelines in the trailer braking module of this application and simplifying the structure of the trailer braking module.

[0090] In some implementations, reference Figures 1 to 3 As shown, in order for the pressure regulating assembly 300 to adjust the pressure of the gas input from the gas source 700 to the valve assembly 100, the pressure regulating assembly 300 may be provided with a first on / off element 310 and a second on / off element 320. The inlet end of the first on / off element 310 is connected to the third opening 112a of the inlet chamber 112, so that the gas input from the gas source 700 to the pressure regulating assembly 300 through the inlet chamber 112 will first pass through the first on / off element 310. The outlet end of the first on / off element 310 is connected to the control chamber 111 of the valve assembly 100. The inlet end of the second on / off element 320 is connected to the control chamber 111, and the outlet end of the second on / off element 320 may be connected to the exhaust chamber 114. The opening and closing times of the first switch 310 and the second switch 320 can be adjusted as needed. When the first switch 310 is open, the gas in the air source 700 can pass through the first switch 310 and enter the control chamber 111 through the outlet of the first switch 310. At this time, the second switch 320 is closed, so that the gas passing through the first switch 310 can enter the control chamber 111. It should be understood that the greater the amount of gas entering the control chamber 111 after passing through the first switch 310, the greater the gas pressure in the control chamber 111, and the greater the gas pressure that ultimately enters the brake chamber 210. Therefore, by adjusting the opening and closing time of the first switch 310, the gas pressure input to the control chamber 111 can be adjusted, thereby allowing the gas pressure in the exhaust chamber 113 and the brake chamber 210 to be adjusted accordingly.

[0091] When it is necessary to reduce the air pressure in the brake chamber 210 and the exhaust chamber 113 to release the vehicle's trailer from braking, the second switch 320 can be opened. This allows the gas in the control chamber 111 to be discharged into the exhaust chamber 114 through the second switch 320, and ultimately discharged into the external environment through the exhaust chamber 114. This reduces the air pressure in the control chamber 111 to a level lower than the air pressure in the exhaust chamber 113. Therefore, by cooperating with the first switch 310 and the second switch 320, the air pressure of the gas ultimately input from the air source 700 into the control chamber 111 can be precisely controlled. The first switch 310 and the second switch 320 can be solenoid valves.

[0092] In some implementations, reference Figure 6As shown, the trailer braking module of this application may also include a third disconnector 500. The third disconnector 500 may be disposed between the air outlet chamber 113 of the valve assembly 100 and the brake chamber 210 of the trailer braking assembly 200. The third disconnector 500 is configured to connect or disconnect the air outlet chamber 113 and the brake chamber 210. When the first detection element 400 detects that the trailer of the vehicle is in a water-wading state, the third disconnector 500 may be set to close to disconnect the air outlet chamber 113 from the brake chamber 210. In this way, even if the air pressure in the air outlet chamber 113 is greater than or equal to the second preset air pressure, the gas in the air outlet chamber cannot enter the brake chamber 210, and the air pressure in the brake chamber 210 can be kept below the brake air pressure, thereby ensuring that the vehicle can safely pass through the water-wading section without braking. This further improves the safety of the trailer of the vehicle when it is in a water-wading state. The third disconnector 500 may also be a solenoid valve.

[0093] In addition, when the trailer of the vehicle is in a water-crossing, non-braking state, the third shut-off component 500 can be set to close, so that the gas in the exhaust chamber 113 cannot enter the brake chamber 210, thereby further reducing the air pressure in the brake chamber 210 and further reducing the impact on the vehicle's driving condition.

[0094] In some implementations, reference Figure 5 As shown, the trailer braking module of this application may also include a second detection element 600, which is electrically connected to the air pressure regulating assembly 300. The second detection element 600 is configured to detect the air pressure in the control chamber 111. When the trailer brake is released, the air pressure in the control chamber 111 decreases, allowing the piston 120 to move in a second direction. When the air pressure in the control chamber 111 decreases to less than a first preset air pressure, the exhaust chamber 113 and the exhaust chamber 114 become connected, and the gas in the exhaust chamber 113 can be discharged to the atmosphere through the exhaust chamber 114. When the second detection element 600 detects that the air pressure in the control chamber 111 has decreased to less than the first preset air pressure, it indicates that the exhaust chamber 113 and the exhaust chamber 114 are connected. Correspondingly, the piston 120 returns to its initial position. When the first detection element 400 detects that the trailer of the vehicle is wading through water again and is not braking, it can continue to supply gas to the control chamber 111 through the air source 700, so that the control chamber 111 increases to a pressure greater than the first preset air pressure and less than the second preset air pressure, so that the exhaust chamber 113 and the exhaust chamber 114 are closed again.

[0095] In some embodiments, to enable the first detection element 400 to detect the wading status of the vehicle's trailer, the first detection element 400 can be configured as a wading sensor, specifically mounted on the vehicle's trailer or chassis. When the vehicle's trailer is wading, water can come into contact with the detection end of the wading sensor, thereby determining that the vehicle's trailer is wading. The wading sensor can then send a signal to the air pressure regulating assembly 300.

[0096] Furthermore, in other embodiments, reference is made to Figures 1 to 3 As shown, the first detection element 400 can also be disposed on the valve assembly 100, so that the first detection element 400 can be disposed in the space on the valve assembly 100, thereby making the trailer braking module of this application more integrated and the structure more compact.

[0097] Specifically, the first detection element 400 can be disposed in the exhaust chamber 114 of the valve body 110. The outer wall of the first detection element 400 can be connected to the inner wall of the exhaust chamber 114, and a portion of the first detection element 400 has a gap with the inner wall of the exhaust chamber 114, so as not to interfere with the gas being discharged into the atmosphere through the exhaust chamber 114.

[0098] When the vehicle is in a water-filled state and water vapor enters the exhaust chamber 114, the first detection element 400 can detect the presence of water vapor in the exhaust chamber 114. The first detection element 400 can transmit a signal to the control component 800 to adjust the air pressure in the control chamber 111, thereby disconnecting the connection between the exhaust chamber 114 and the outlet chamber 113 to prevent water vapor in the exhaust chamber 114 from entering the outlet chamber 113.

[0099] The second detection element 600 can be configured as a pressure sensor. The second detection element 600 can be disposed in the valve assembly 100. The second detection element 600 can detect the pressure in the first cavity of the valve assembly.

[0100] The trailer braking module of this application may further include a control component 800, which is electrically connected to the air pressure regulating component 300, the first detection element 400, the second detection element 600, and the third on / off element 500. The detection signals from the first detection element 400 and the second detection element 600 can be transmitted to the control component 800, which can correspondingly control the air pressure regulating component 300 and the third on / off element 500.

[0101] Based on the trailer braking module described above, this application also proposes a vehicle that includes the trailer braking module described above.

[0102] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A trailer braking module, applied to a vehicle's trailer, characterized in that, include: A valve assembly (100) includes a valve body (110) and a switching element. The valve body (110) has an outlet chamber (113) and a control chamber (111). One end of the outlet chamber (113) is connected to an air source (700), and the control chamber (111) is connected to the air source (700). The outlet chamber (113) is also connected to the outside of the valve body (110). The switching element is movably disposed on the valve body (110). The trailer braking assembly (200) has a brake chamber (210) that is connected to and disconnected from the air outlet chamber (113). When the air pressure in the brake chamber (210) is greater than or equal to the brake air pressure, the trailer braking assembly (200) brakes the trailer of the vehicle. When the air pressure in the control chamber (111) is greater than the first preset air pressure, the gas in the control chamber (111) drives the switch to move to disconnect the connection between the outlet chamber (113) and the outside of the valve body (110), and open the connection between the gas source (700) and the outlet chamber (113). When the air pressure in the air outlet chamber (113) increases to the point that the air pressure in the air outlet chamber (113) is balanced with the air pressure in the control chamber (111), the switch is driven to move to disconnect the connection between the air outlet chamber (113) and the air source (700). When the air pressure in the control chamber (111) is greater than or equal to the second preset air pressure, the air pressure in the outlet chamber (113) is not less than the braking air pressure. The first detection element (400) is configured to detect whether the trailer of the vehicle is in a water-wading state; When the trailer of the vehicle is in a water-wading, non-braking state, the gas pressure of the gas input from the air source (700) into the control chamber (111) is greater than the first preset gas pressure and less than the second preset gas pressure.

2. The trailer braking module according to claim 1, characterized in that, When the force exerted by the air pressure in the control chamber (111) on the switch is less than the force exerted by the gas in the outlet chamber (113) on the switch, the gas in the outlet chamber (113) drives the switch to move to open the connection between the outlet chamber (113) and the outside of the valve body (110).

3. The trailer braking module according to claim 2, characterized in that, The valve body (110) also includes an air inlet chamber (112), and the air outlet chamber (113) is connected to the air source (700) through the air inlet chamber (112).

4. The trailer braking module according to claim 3, characterized in that, The valve body (110) further includes an exhaust chamber (114), and the exhaust chamber (113) communicates with the outside of the valve body (110) through the exhaust chamber (114).

5. The trailer braking module according to claim 4, characterized in that, The switching element includes a piston (120) and a valve (130). The piston (120) and the valve (130) are movably disposed within the valve body (110). The piston (120) has a first end (121) and a second end (122) facing away from each other. The first end (121) is located in the control chamber (111), and the second end (122) is located in the exhaust chamber (113). The valve (130) is located on the side of the piston (120) facing away from the control chamber (111), and the side of the valve (130) facing away from the control chamber (111) is located in the intake chamber (112). The exhaust chamber (113) has a first opening (113a) for communicating with the exhaust chamber (114), and the intake chamber (112) has a second opening (113b) for communicating with the exhaust chamber (113). When the air pressure in the control chamber (111) is greater than the first preset air pressure, the gas in the control chamber (111) drives the piston (120) and the valve (130) to move along a first direction, so that the piston (120) is opposite to the first opening (113a) and blocks the first opening (113a), and the valve (130) is separated from the second opening (113b). The first direction is the direction in which the piston (120) faces the valve (130). When the air pressure in the control chamber (111) is balanced with the air pressure in the intake chamber (112), the valve (130) is driven to move in the second direction so that the valve (130) blocks the second opening (113b), the second direction being opposite to the first direction; When the force exerted by the gas in the control chamber (111) on the first end (121) is less than the force exerted by the gas in the outlet chamber (113) on the second end (122), the gas in the outlet chamber (113) drives the piston (120) to move along the second direction, so that the piston (120) separates from the first opening (113a).

6. The trailer braking module according to claim 5, characterized in that, The switching device further includes an elastic element (140), one end of which is connected to the valve body (110), and the other end of which is connected to the valve (130); When the first opening (113a) is closed and the second opening (113b) is open, the elastic element (140) deforms and has an elastic force; When the air pressure in the control chamber (111) is balanced with the air pressure in the intake chamber (112), the elastic force of the elastic element (140) drives the valve (130) and the piston (120) to move in the second direction so that the valve (130) blocks the second opening (113b).

7. The trailer braking module according to claim 6, characterized in that, The exhaust chamber (113) and the control chamber (111) are both arranged around the piston (120), and the intake chamber (112) is arranged around the valve (130).

8. The trailer braking module according to claim 7, characterized in that, The exhaust chamber (113) is arranged around the exhaust chamber (114), and the first opening (113a) is provided on the side wall of the exhaust chamber (113).

9. The trailer braking module according to claim 4, characterized in that, The trailer braking module also includes an air pressure regulating component (300) configured to regulate the air pressure in the control chamber (111).

10. The trailer braking module according to claim 9, characterized in that, The air intake chamber (112) also has a third opening (112a), which is connected to the air pressure regulating assembly (300), which is connected to the control chamber (111).

11. The trailer braking module according to claim 10, characterized in that, The air pressure regulating assembly (300) includes a first on / off element (310) and a second on / off element (320). The air inlet end of the first on / off element (310) is connected to the third opening (112a). The first on / off element (310) has a first air outlet end and a second air outlet end. The first air outlet end of the first on / off element (310) is connected to the control chamber (111). The second air outlet end of the first on / off element (310) is connected to the air inlet end of the second on / off element (320). The air outlet end of the second on / off element (320) is connected to the exhaust chamber (114).

12. The trailer braking module according to any one of claims 1-11, characterized in that, It also includes a third shut-off element (500), which is disposed between the air outlet chamber (113) and the brake chamber (210), and is configured to connect or disconnect the air outlet chamber (113) and the brake chamber (210).

13. The trailer braking module according to any one of claims 9-11, characterized in that, It also includes a second detection element (600), which is electrically connected to the air pressure regulating assembly (300) and is configured to detect the air pressure in the control chamber (111); When the air pressure in the control chamber (111) is less than or equal to the first preset air pressure, the air pressure regulating component (300) is configured to regulate the air pressure of the gas input from the air source (700) to the valve assembly (100) to be greater than the first preset air pressure.

14. The trailer braking module according to claim 13, characterized in that, The first detection element (400) is a water wading sensor, and the first detection element (400) is installed on the trailer of the vehicle. The second detection element (600) is a barometric pressure sensor.

15. A vehicle, characterized in that, Includes the trailer braking module as described in any one of claims 1-14.

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