Trailer control valve and trailer brake system

Abstract

To enable autonomous control of trailer traction, and to improve overall vehicle safety.SOLUTION: A trailer control valve includes a control port 15, a relay valve 10, an intake port 11 and a first exhaust port 12 each connected to a brake chamber of the relay valve. The control port is connected to a control chamber of the relay valve, and the trailer control valve further includes a traction control valve 20 installed in a pipeline leading from the control port to the control chamber 10a and connected to the intake port. The traction control valve has a first operating state in which the control port communicates with the control chamber through a first passage of the traction control valve, and the traction control valve has a second operating state in which the intake port communicates with the control chamber through a second passage of the traction control valve.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to the technical field of trailer braking, and more particularly to trailer control valves and trailer braking systems. [Background technology]

[0002] Large commercial vehicles are an important means of transporting goods, and the vehicles that realize this transport are tractors (heads) and trailers. Currently, most tractors are equipped with a traction force control function.

[0003] However, since the tractor brake control pipeline and the trailer brake control pipeline are two different sets of systems, the trailer's braking demand is realized by the trailer control valve installed on the tractor, and the normal trailer control valve can only passively transmit the driver's braking demand and does not have the function of traction force control. Traction force control can prevent problems such as vehicle rollover and starting and backing up, and especially in logistics transportation, the trailer often has the largest load capacity in the entire system, so traction force control for the trailer is of great significance.

[0004] It should be noted that the information disclosed in the above background art section is intended merely to deepen understanding of the background of the present invention and may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] In view of this, the present invention provides a trailer control valve and trailer brake system with the function of traction force control, which is based on a normal trailer control valve and integrates a traction force control valve, allowing the trailer braking force to be controlled independently according to the vehicle state, thereby realizing independent control of the trailer traction force and improving the safety of the entire vehicle.

[0006] One aspect of the present invention provides a trailer control valve, comprising a control port, a relay valve, an intake port and a first exhaust port respectively connected to a brake chamber of the relay valve, the control port being connected to a control chamber of the relay valve, the trailer control valve further comprising a traction control valve installed in a pipeline leading from the control port to the control chamber and connected to the intake port, the traction control valve having a first operating state, in which the control port is in communication with the control chamber via a first passage of the traction control valve, and the traction control valve having a second operating state, in which the intake port is in communication with the control chamber via a second passage of the traction control valve.

[0007] In some embodiments, the traction control valve includes a first valve member installed in a pipeline leading from the control port to the control chamber, the first valve member having a selectively open first valve chamber and a second valve chamber, the first valve chamber defining the first passageway, and a second valve member connected to the intake port and the second valve chamber, the second valve member having an intake valve chamber, the intake valve chamber and the second valve chamber defining the second passageway.

[0008] In some embodiments, the first valve member is a two-way check valve, a first inlet of the two-way check valve is connected to the control port, a second inlet is connected to the intake valve chamber, and an outlet is connected to the control chamber, and a movable valve body is disposed in the valve chamber of the two-way check valve, and as the valve body moves, the first inlet communicates with the outlet to open the first valve chamber, or the second inlet communicates with the outlet to open the second valve chamber.

[0009] In some embodiments, the second valve member is a two-position three-way solenoid valve having an intake valve chamber connected to the intake port and the second valve chamber, and an exhaust valve chamber connected to the second valve chamber.

[0010] In some embodiments, the operating state switching control terminal of the traction force control valve is connected to an electronic control unit.

[0011] In some embodiments, the traction control valve is integrated within the housing of the trailer control valve.

[0012] In some embodiments, the control ports include a first control port and / or a second control port coupled to a foot brake valve.

[0013] In some embodiments, the trailer control valve further includes a second exhaust port connected to the intake port.

[0014] In some embodiments, the trailer control valve further includes a pneumatic valve installed in a pipeline leading from the intake port to the first exhaust port and to the second exhaust port, the control end of the pneumatic valve being connected to the control chamber.

[0015] Another aspect of the present invention provides a trailer braking system in which a trailer control valve according to any of the above-described embodiments is installed.

[0016] The present invention has at least the following advantageous effects over the prior art:

[0017] In the trailer control valve, when the control port outputs the control air pressure to the control chamber of the relay valve, the brake chamber of the relay valve can be opened, and the brake air pressure of the intake port outputs to the trailer control pipeline through the first exhaust port, thus realizing the brake control of the trailer, and when the control air pressure of the control port disappears, the brake air pressure of the first exhaust port also disappears together with it.

[0018] The present invention integrates a traction force control valve on the basis of a normal trailer control valve, and when the traction force control valve is in a first working state, the control port communicates with the control chamber through the first passage of the traction force control valve, and the control port is connected to the foot brake valve, at this time, the trailer braking control is realized according to the driver's braking demand; when the traction force control valve is in a second working state, the intake port communicates with the control chamber through the second passage of the traction force control valve, and the air pressure value output from the first exhaust port changes with the air pressure value of the control chamber, but the intake port is connected to the air receiver of the tractor, and the air pressure value output from the air receiver is automatically adjusted according to the vehicle state, at this time, the trailer braking force can be controlled autonomously according to the vehicle state; As a result, the trailer control valve of the present invention can not only control the braking of the trailer in accordance with the driver's braking demand, but also realizes autonomous control of the trailer traction force based on the vehicle condition, thereby improving the safety of the entire vehicle.

[0019] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention.

[0020] The drawings herein are incorporated in and constitute a part of the specification, illustrate embodiments consistent with the present invention, and are used together with the specification to interpret the principles of the present invention. Obviously, the drawings described below are merely some embodiments of the present invention, and other drawings can be obtained based on these drawings without creative efforts by those skilled in the art. [Brief description of the drawings]

[0021] [Figure 1] FIG. 2 is a principle schematic diagram of a trailer control valve according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a principle schematic diagram of the trailer control valve in an embodiment of the present invention, showing the air flow path when the traction control valve is in a first working state. [Diagram 3]FIG. 2 is a principle schematic diagram of the trailer control valve in an embodiment of the present invention, showing the air flow path when the traction control valve is in a second working state. [Figure 4] FIG. 2 is a structural schematic diagram of a trailer control valve according to an embodiment of the present invention. [Diagram 5] FIG. 2 is a schematic diagram of a first valve member structure in an embodiment of the present invention, showing the air flow path when the first valve chamber is open; [Figure 6] FIG. 2 is a structural schematic diagram of the first valve member in an embodiment of the present invention, showing the air flow path when the second valve chamber is open. [Figure 7] FIG. 2 is a structural schematic diagram of the second valve member in an embodiment of the present invention, showing the air flow path when the intake valve chamber is open. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] Hereinafter, exemplary embodiments will be more fully described with reference to the drawings. However, exemplary embodiments may be implemented in various forms and should not be understood to be limited to the embodiments set forth herein. Rather, these embodiments are provided to fully and completely convey the concept of exemplary embodiments to those skilled in the art.

[0023] The drawings are merely schematic diagrams of the invention and are not necessarily drawn to scale. The same reference numerals in the drawings indicate the same or similar parts, and therefore repeated description is omitted. Some of the block diagrams shown in the drawings are functional entities that do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in software form, in one or more hardware modules or integrated circuits, or in different networks and / or processor and / or microcontroller devices.

[0024] The terms "first", "second" and similar terms used in the specific description do not denote any order, number or importance, but are merely used to distinguish between different components.

[0025] It should be mentioned that, unless contradictory, the features of the embodiments of the invention and of the different embodiments can be combined with each other.

[0026] FIG. 1 to FIG. 3 show the principle of the trailer control valve in the embodiment of the present invention, where FIG. 2 shows the air flow path when the traction control valve is in a first working state, and FIG. 3 shows the air flow path when the traction control valve is in a second working state. As shown in conjunction with FIG. 1 to FIG. 3, the trailer control valve provided by the embodiment of the present invention has the following features: a control port 15 connected to the control chamber 10a of the relay valve 10; the relay valve 10; an intake port 11 and a first exhaust port 12 respectively connected to the brake chamber 10b of the relay valve 10; a traction control valve 20 installed in a pipeline leading from the control port 15 to the control chamber 10a and connected to the intake port 11; The traction control valve 20 has a first operating condition in which the control port 15 communicates with the control chamber 10a via a first passage 20a of the traction control valve 20.

[0027] The traction control valve 20 has a second operating state in which the intake port 11 communicates with the control chamber 10a via a second passage 20b of the traction control valve 20.

[0028] In the trailer control valve, when the control port 15 outputs the control air pressure to the control chamber 10a of the relay valve 10, the brake chamber 10b of the relay valve 10 can be opened, so that the brake air pressure of the intake port 11 is output to the trailer control pipeline through the first exhaust port 12, thereby realizing the brake control of the trailer; when the control air pressure of the control port 15 disappears, the brake air pressure of the first exhaust port 12 also disappears therewith.

[0029] The present invention integrates a traction force control valve 20 on the basis of a normal trailer control valve. When the traction force control valve 20 is in a first working state, the control port 15 communicates with the control chamber 10a through the first passage 20a of the traction force control valve 20, and the control port 15 is connected to the foot brake valve, so as to realize trailer braking control according to the driver's braking demand. When the traction force control valve 20 is in a second working state, the intake port 11 communicates with the control chamber 10a through the second passage 20b of the traction force control valve 20, and the air pressure value output from the first exhaust port 12 changes with the air pressure value of the control chamber 10a, but the intake port 11 is connected to the air receiver of the tractor, and the air pressure value output from the air receiver is automatically adjusted according to the vehicle state. At this time, the trailer braking force can be actively controlled based on the vehicle state.

[0030] As a result, the trailer control valve of the present invention can not only control the trailer brakes in response to the driver's braking demand, but also realizes autonomous control of the trailer traction force based on the vehicle condition, thereby improving the safety of the entire vehicle.

[0031] In some embodiments, the traction control valve 20 may include: a first valve member 22 installed in a pipeline leading from the control port 15 to the control chamber 10a, the first valve member 22 having a first valve chamber and a second valve chamber 22b selectively opened, the first valve chamber being the first passage 20a; The second valve member 24 is connected to the intake port 11 and to the second valve chamber 22b, the second valve member 24 having an intake valve chamber 24a, the intake valve chamber 24a and the second valve chamber 22b forming a second passage 20b.

[0032] The selectively opening first and second valve chambers 22b of the first valve member 22 allow the air at the control port 15 and the intake port 11 to selectively pass through the control chamber 10a of the relay valve 10, so that the traction control valve 20 enters a first or second operating state. The second valve member 24 opens its intake valve chamber 24a when it is necessary to perform traction control on the trailer, so that the intake port 11 communicates with the control chamber 10a of the relay valve 10 through the second passage 20b, and the second passage 20b is blocked when it is not necessary to actively control the trailer traction.

[0033] FIG. 4 illustrates the structure of the trailer control valve in an embodiment of the present invention, and FIG. 5 and FIG. 6 illustrate the structure of the first valve member, where FIG. 5 illustrates the air flow path when the first valve chamber is open, and FIG. 6 illustrates the air flow path when the second valve chamber is connected. As shown in conjunction with FIG. 1 to FIG. 6, in some embodiments, The first valve member 22 is a two-way check valve, the first inlet 221 of which is connected to the control port 15, the second inlet 222 of which is connected to the intake valve chamber 24a, and the outlet 223 of which is connected to the control chamber 10a; A movable valve element 226 is disposed within the valve chamber of the two-way check valve, and as the valve element 226 moves, the first inlet 221 communicates with the outlet 223 to open the first valve chamber (i.e., the first passage 20a), or the second inlet 222 communicates with the outlet 223 to open the second valve chamber 22b.

[0034] The valve element 226 of the two-way check valve can move under the action of air pressure from the first inlet 221 until the first valve chamber (i.e., the first passage 20a) is opened, or can move under the action of air pressure from the second inlet 222 until the second valve chamber 22b is opened, thereby allowing the first passage 20a and the second passage 20b to be selectively opened easily and accurately.

[0035] FIG. 7 illustrates the configuration of the second valve member, showing the air flow path when the intake valve chamber opens, as shown in conjunction with FIGS. 1 to 7, in some embodiments: The second valve member 24 is a two-position three-way solenoid valve, and has an intake valve chamber 24a connected to the intake port 11 and the second valve chamber 22b, and an exhaust valve chamber 24b connected to the second valve chamber 22b.

[0036] When it is necessary to control the trailer's traction force, the intake valve chamber 24a of the two-position three-way solenoid valve is opened, so that the second passage 20b is conductive and the brake air pressure at the intake port 11 enters the control chamber 10a of the relay valve 10. When it is not necessary to control the trailer's traction force independently, the second passage 20b is closed and the air pressure in the second passage 20b is released through the exhaust valve chamber 24b.

[0037] The traction force control valve 20 is formed by a two-way check valve and a two-position three-way solenoid valve, which realizes easy and accurate control of the trailer traction force. In other embodiments, the traction force control valve 20 can also realize switching between the first and second operating states by connecting multiple solenoid valves in series, combining multiple check valves, etc.

[0038] In some embodiments, the operating state switching control end 200 of the traction force control valve 20 is connected to the electronic control unit ECU. In this way, the traction force control valve 20 can receive the ECU signal of the entire vehicle and open the second passage 20b, so as to realize the independent braking control of the trailer without the need for the driver's participation, and further realize the function of trailer traction force control.

[0039] In some embodiments, the traction control valve 20 is integrated within the trailer control valve housing 100. In this manner, the trailer control valve is highly integrated and compact in construction.

[0040] In some embodiments, the control port 15 includes a first control port and / or a second control port connected to a foot brake valve. Although Figures 1-3 show the control port 15 to be the first control port, and are not limited thereto, in other embodiments, the traction control valve 20 may be located at the second control port 16, or at both the first and second control ports 16.

[0041] In addition, the trailer control valve further includes a third control port 17 for connection to the control chamber 10 a of the handbrake valve and relay valve 10 .

[0042] In some embodiments, the trailer control valve further includes a second exhaust port 13 connected to the intake port 11. Here, the first exhaust port 12 can be connected to a trailer running brake control pipeline, and the second exhaust port 13 can be connected to a trailer emergency brake / parking brake control pipeline.

[0043] In some embodiments, the trailer control valve further includes a pneumatic valve 14 installed in a pipeline whose intake port 11 leads to the first exhaust port 12 and the second exhaust port 13, and whose control end is connected to the control chamber 10a.

[0044] When the control air pressure is communicated to the control chamber 10a, the air pressure valve 14 opens and the brake air pressure from the intake port 11 is communicated to the first exhaust port 12 and the second exhaust port 13, thereby realizing trailer braking.

[0045] An embodiment of the present invention further provides a trailer braking system in which the trailer control valve according to any one of the above-mentioned embodiments is installed, the trailer braking system is equipped with the above-mentioned trailer control valve, and receives the driver's brake signal and simultaneously receives the ECU signal of the entire vehicle, thereby realizing active braking control for the trailer and further realizing the function of trailer traction force control.

[0046] The present invention is described in more detail by the specific preferred embodiments above, but the specific implementation of the present invention is not considered to be limited to these descriptions alone. Those skilled in the art can make some simple inferences or substitutions without departing from the concept of the present invention, and all of them should be considered as belonging to the protection scope of the present invention.

Claims

1. a trailer control valve including a control port, a relay valve, an intake port and a first exhaust port each connected to a brake chamber of the relay valve, the control port being connected to a control chamber of the relay valve; a traction control valve installed in a pipeline leading from the control port to the control chamber and connected to the intake port; the traction control valve has a first operating state, in which the control port communicates with the control chamber through a first passage of the traction control valve; the traction control valve having a second operating state, wherein in the second operating state, the intake port communicates with the control chamber through a second passage of the traction control valve.

2. The traction force control valve is a first valve member installed in a pipeline leading from the control port to the control chamber, the first valve member having a first valve chamber and a second valve chamber which selectively open, the first valve chamber defining the first passage; 2. The trailer control valve of claim 1 including: a second valve member connected to the intake port and to the second valve chamber, the second valve member having an intake valve chamber, the intake valve chamber and the second valve chamber forming the second passage.

3. the first valve member is a two-way check valve, a first inlet of the two-way check valve being connected to the control port, a second inlet of the two-way check valve being connected to the intake valve chamber, and an outlet of the two-way check valve being connected to the control chamber; 3. The trailer control valve according to claim 2, wherein a movable valve body is provided in a valve chamber of the two-way check valve, and with movement of the valve body, the first inlet is connected to the outlet to open the first valve chamber, or the second inlet is connected to the outlet to open the second valve chamber.

4. 3. The trailer control valve of claim 2, wherein the second valve member is a two-position three-way solenoid valve having an intake valve chamber connected to the intake port and the second valve chamber, and an exhaust valve chamber connected to the second valve chamber.

5. 5. The trailer control valve according to claim 1, wherein an operating state switching control terminal of the traction force control valve is connected to an electronic control unit.

6. A trailer control valve according to any one of claims 1 to 4, characterized in that the traction control valve is integrated within the housing of the trailer control valve.

7. 5. The trailer control valve according to claim 1, wherein the control ports include a first control port and / or a second control port connected to a foot brake valve.

8. 2. The trailer control valve of claim 1, further comprising a second exhaust port connected to said intake port.

9. 9. The trailer control valve as claimed in claim 8, further comprising an air pressure valve installed in a pipeline leading from the intake port to the first exhaust port and the second exhaust port, the control end of the air pressure valve being connected to the control chamber.

10. A trailer brake system, characterized in that the trailer control valve according to any one of claims 1 to 9 is installed in the trailer brake system.

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