746 results about "Relay valve" patented technology

The invention provides an electric bus integrated control hardware in-loop test platform and a test method. The electric bus integrated control hardware in-loop test platform is formed by an air source component, a line control air brake system, a conventional brake component, a driving control component, a signal simulation component, a target machine, and a host computer based on line control air brake, and the electric bus integrated control hardware in-loop test method comprises an acceleration test, a brake test and a steering test. According to the test platform and the test method, accurate adjustment of the brake pressure of four wheels is realized through front and rear axle proportion relay valves and four ABS solenoid valves in a line control air brake system, and integrated control of electric buses is realized with the combination of signal simulation components including a two-degree-of-freedom rotation platform and a wheel speed simulation motor and the corresponding test method.

The invention provides a brake control device for railway carriages. The brake control device comprises a brake air cylinder, a brake controller, an electric pneumatic change-over valve, a relay valve, an emergency electromagnetic valve, a load adjustment valve, a brake two-way valve, a distribution valve and a working air cylinder, wherein the brake controller outputs a current signal for to the electric pneumatic change-over valve; the electric pneumatic change-over valve converts the current signal into a pilot control pressure signal and then sends to a first pressure input port of the relay valve; the relay valve performs flow amplification on the pilot control pressure signal and inputs a brake cylinder pipe; two pressure input ports of the brake two-way valve are respectively connected with pressure output ports of the emergency electromagnetic valve and the distribution valve through pipelines; the pressure input port of the brake two-way valve is connected with a second pressure input port of the relay valve through the load adjustment valve; and an adjustment signal input port of the load adjustment valve is communicated with two air springs. According to the brake control device, a microcomputer controlled direct electric pneumatic brake system and an air automatic brake system are integrated. Under normal conditions, the direct system is used; and the automatic system is taken as a safe brake method to satisfy rescue and loopback requirements.

The invention relates to a hill-start control device under traveling and parking braking and a using method thereof. In the invention, an air compressor is communicated with a hand braking reservoir and a feet braking reservoir through an air drier and a four-loop protective valve; the other end of the hand braking reservoir is communicated with a spring air chamber sequentially through a hand braking valve, a differential relay valve and a parking hill-start electromagnetic valve; the other end of the feet braking reservoir is communicated with the spring air chamber sequentially through a feet braking valve, an intermediate valve and a traveling hill-start electromagnetic valve; a parking air pressure sensor is arranged on an air path between the hand braking valve and the differential relay valve; a traveling air pressure sensor is arranged on an air path between the intermediate valve and the traveling hill-start electromagnetic valve; and the air pressure sensor and the hill-start electromagnetic valve are both connected with a whole electric control system circuit. The hill-start control device disclosed by the invention has the advantages of hill-start function under traveling and parking braking, stronger automaticity, higher sensitivity, strong controllability, wider application range and higher safety.

A valve device for brake control of a different pressure medium-operated vehicle brake systems comprises a housing that has pressure medium ducts. A relay valve provides a pneumatic control pressure, which is fed to the relay valve via at least one of the pressure medium ducts at a higher flow rate. At least one insert is pneumatically connected to at least two of the pressure medium ducts, which can be pneumatically connected to each other by the insert. The two pressure medium ducts define a pressure medium path, the profile of which differs based on the housing that is in each case selected and / or switched based on the selected insert. The housing is selected from a set of housings having different pressure medium ducts, in particular bores, but which are otherwise essentially similar. The insert is selected from a set of different inserts.

The invention provides a vehicle gear selection and parking brake joint control system which comprises an oil tank, a filter, a hydraulic pump, a safety valve, a gear selection operating valve, a forward gear clutch, a backward gear clutch, a reverse gear clutch, a shuttle valve, a liquid control valve, an energy accumulator, a towing vehicle parking brake, a towing vehicle parking hydraulic cylinder, a liquid control air valve, an air bag, an assistor, a trailer parking brake and a trailer parking hydraulic cylinder. The gear selection operating valve comprises an operating level. According to the vehicle gear selection and parking brake joint control system, when the vehicle is at a neutral gear, a towing vehicle and a trailer have a parking brake function, so that accidents do not occur easily when the vehicles are parked on a ramp for operation. According to the vehicle gear selection and parking brake joint control system, the trailer also has a parking brake function during the parking brake of the towing vehicle without needing the arrangement of a towing vehicle parking brake valve, a pneumatic control valve, a relay valve, a check valve and a second air bag, and a vehicle system is simplified.

A brake system for an air braked trailer includes a first control line for transmitting air from a source, a second control line for transmitting air, a relay valve allowing air to flow therethrough, and a pneumatic control module (PCM) having structure for reducing pressure from an inlet port of the PCM to an outlet port of the PCM. The PCM is connected to the first control line and is solely connected to the relay valve by the second control line. The first and second control lines are capable of being decoupled from the PCM and being coupled to each other to remove the PCM from the system so that a technician can check the system. An exhaust valve is integrally connected with the PCM and is capable of exhausting air to atmosphere. When the system is used on trailer, the PCM is mounted away from the relay valve, and preferably forwardly of a forward axle of the trailer.

The invention discloses an ABS urgent relay valve, which consists of electromagnetic adjusting valve and relay valve, wherein the relay valve is fixed on the bottom of electromagnetic adjusting valve with inlet of master cylinder connecting inlet pipe through electromagnetic valve, which controls cavity C, the vent top of relay valve connects depression channel through electromagnetic adjusting valve, the relay valve adopts urgent relay valve with vent pipe in the center of urgent relay valve, when the gas supplying pipe is broken suddenly, the vehicle breaks gas to brake urgently, which improves safety of entire vehicle.

The invention provides an energy-feedback active control type air braking system, relates to an air braking system of electric automobile energy feedback and belonging to the field of electric automobiles. The energy-feedback active control type air braking system comprises a high-air-pressure generation module, an active air pressure control module and an ABS (Anti-skid Brake System) module, wherein the high-air-pressure generation module is used for generating high-pressure air for the whole automobile under certain pressure; and the active air pressure control module comprises a pedal displacement sensor, a brake pedal, a brake valve, a brake controller, a front-axle double-control proportional relay valve and a rear-axle double-control proportional relay valve. The energy-feedback active control type air braking system is capable of realizing ideal distribution of a braking force and maximization of the rate of energy recovery. The energy-feedback active control type air braking system employs the double-control proportional relay valves to realize active real-time accurate distribution of the braking forces of a front axle and a rear axle, the braking motor of a driving shaft motor and the mechanical braking force; and simultaneously, the energy-feedback active control type air braking system is capable of guaranteeing braking security by starting the conventional braking manner when the electric control part of the double-control proportional relay valves becomes invalid. Furthermore, the energy-feedback active control type air braking system provided by the invention is applied to electric vehicles having the air braking system.

A hydraulic control apparatus of an automatic transmission. The hydraulic control apparatus of the automatic transmission has a hydraulic servo for controlling an engaging state of a clutch C-1 on the basis of supplied oil pressure, a linear solenoid valve for C-1 for outputting signal pressure by adjusting the oil pressure, a control valve for outputting control pressure provided by adjusting line pressure PL on the basis of the signal pressure of the linear solenoid valve for C-1, and a C-1 apply relay valve for inputting, selectively switching and outputting the control pressure and the line pressure PL to the hydraulic servo. An orifice for regulating the flow rate of the oil is arranged in an oil path g for inputting the line pressure PL to this C-1 apply relay valve.

The invention provides a control device of an air braking system of rail vehicles. The control device comprises an air brake, a locomotive distribution valve, an operating valve, at least one automatic brake unit, a first two-way valve, a brake electromagnetic valve and a release electromagnetic valve, wherein the unit comprises an equalizing air cylinder, an overcharge air cylinder, a relay valve and an automatic brake valve; an air inlet of the brake electromagnetic valve is connected with a main air pipe; an air outlet of the brake electromagnetic valve and an air inlet of the release electromagnetic valve are connected with a first air inlet of the first two-way valve; an air outlet of the release electromagnetic valve is communicated with the atmosphere; a second air inlet of the first two-way valve is connected with the operating valve through a twelfth pipe; an air outlet of the first two-way valve is connected with a brake cylinder; and the control ends of the brake electromagnetic valve and the release electromagnetic valve are connected with a switch through leads. The switch is mounted at the required position, controls the two electromagnetic valves to inflate and exhaust the brake cylinder and controls the locomotive to brake and release. The control device is reliable in action, simple in connection, easy to manufacture and maintain and low in cost.

A hydraulic control apparatus, provided with a manual shift valve that outputs a forward range pressure and a reverse range pressure, and a linear solenoid valve that outputs an engagement pressure to the hydraulic servo that engages during reverse travel when energized, includes a fourth clutch relay valve that is interposed between the linear solenoid valve and the hydraulic servo. The fourth clutch relay valve communicates an engagement pressure of the linear solenoid valve to the hydraulic servo by locking in the normal position when a signal pressure of the solenoid valve is input, and communicates a reverse range pressure to the hydraulic servo by being switched to a fail position by the reverse range pressure during a failure in which the fourth clutch relay valve is de-energized. Thereby, it is possible to establish a reverse speed during a failure in which the solenoid valve is de-energized.

A hydraulic control apparatus for an automatic transmission is provided with a solenoid valve that outputs a signal pressure during a failure and does not output a signal pressure during normal operation and a first clutch apply relay valve that switches between a normal position (the right half position) and a fail position (the left half position) based on this signal pressure are provided. During a failure, fail-safe control is carried out by the first clutch apply relay valve switching to the fail position. This first clutch apply relay valve inputs the engagement pressure of the hydraulic servo from the linear solenoid valve when in the normal position, and is locked in the normal position. Thereby, while the first clutch is engaged, the second brake apply control valve can be switched by the signal pressure of the solenoid valve.

A system to reduce standby losses in a hot water heater is presented. The system utilizes a dual safety relay valve between the combination gas controller and the burner. The dual safety relay valve bypasses gas to a rotary damper actuator valve to position a damper flapper valve located over / inside the flue pipe. Once the flapper valve has opened to ensure combustion, the gas is allowed to flow back to the dual safety relay valve. Some of the bypass gas may be diverted to boost the pilot or to supply a booster. The dual safety relay valve is then opened to allow the gas supply to the burner. Once the burner is turned off, bypass gas bleeds out of the rotary damper actuator valve to close the damper flapper valve to reduce standby losses through the flue pipe, and to allow the dual safety relay valve to close tightly.

The invention relates to an air pressure electric control auxiliary braking device, which comprises an original vehicle front braking loop, an original vehicle back braking loop, an electric control front braking loop and an electric control back braking loop, wherein the electric control front braking loop is formed by sequentially connecting an air inlet of a shuttle valve, a first high-speed switching valve, a first check valve, a quick release valve and a front braking air chamber by a front air storage cylinder in series; the electric control front braking loop and the original vehicle front braking loop are connected in parallel; the electric control back braking loop is formed by sequentially connecting the other air inlet of the shuttle valve, the first high-speed switching valve, a second check valve, a relay valve and a back braking air chamber by a back air storage cylinder in series; the electric control back braking loop and the original vehicle back braking loop are connected in parallel; a first pressure sensor is arranged between an upper cavity of a double-cavity braking valve in the original vehicle front braking loop and the quick release valve; a second pressure sensor is arranged between the quick release valve and a front braking chamber; a third pressure sensor is arranged between the relay valve and the back braking air chamber; a second high-speed switching valve is arranged between the upper cavity of the double-cavity braking valve in the original vehicle front braking loop and the quick release valve; and a third high-speed switching valve is arranged between a lower cavity of the double-cavity braking valve in the original vehicle back braking loop and the relay valve. The air pressure electric control auxiliary braking device has the advantages of simple structure, low cost, convenient installation and wide application range.

A cage truck for an underground coal mine comprises a tractor and a trailer and is provided with a parking joint brake and parking brake and gear jointed control device. The control device comprises an oil tank, a filter, a hydraulic pump, a tractor parking brake valve, a tractor parking hydraulic cylinder, a tractor parking brake, a hydraulic control air valve, a first air manifold, a pneumatic control valve, a relay valve, a one-way valve, a second air manifold, a booster, a trailer brake, a gear selecting reversing valve, a gearshift reversing valve, a gear selecting cylinder and a gearshift air cylinder. By the brake system, the tractor is parked and braked, the trailer is braked too, so that parking brake force is greatly improved. Reliability of parking brake of the truck on a slope is improved. Parking brake and gear jointed control is realized, gears of the truck cannot selected and shifted in the state of parking brake of the truck, the truck cannot move, and the problem that a friction plate of a parking brake is easy to wear due to gear-engaged travelling of the truck in the state of the parking brake is solved.

The invention discloses an air pressure type electronic parking system with an emergency braking function. The air pressure type electronic parking system comprises a parking braking controller (5) electrically connected with a rear service braking unit and further comprises an electronic control switch (13), a left wheel speed sensor (14) and a right wheel speed sensor (15), all of which are electrically connected with the parking braking controller (5). The rear service braking unit comprises an air storage tank (1), a relay valve (6), a first ABS electromagnetic valve (7), a left parking braking air chamber (11), a second ABS electromagnetic valve (8) and a right parking braking air chamber (12). By the adoption of the air pressure type electronic parking system, wheels can be prevented from being locked in the emergency braking process, stability is good, and reliability is high.

The invention discloses an air stand-by brake system and brake method. The air stand-by brake system comprises a brake controller, an equalizing reservoir, a relay valve, an input valve and a throttle valve; the air stand-by brake system is connected with an original train pipe of a locomotive through the input valve, and connected with an original main blast line of the locomotive through the throttle valve; if a main brake control system is power-off, the input valve is used for being opened to a switch-on position, so that an air channel is communicated; the brake controller is used for controlling the pressurization and depressurization of the equalizing reservoir; the equalizing reservoir is used for taking the pressure of the equalizing reservoir as the pilot pressure of the relay valve; and the relay valve is used for controlling the pressure change of the train pipe according to the pressure change of the equalizing reservoir, wherein the pressure of the equalizing reservoir and the pressure of the train pipe are in a synchronous state. According to the embodiment of the invention, the brake function of the locomotive can be ensured, so that the locomotive can continue to run and maintain to a locomotive depot, and then is maintained, in such a way, the locomotive does not stop on a trunk railway for a long tine, thereby reducing the effect on the order of a railway.

The invention discloses a control method for front intercept and rear intercept of a train pipe of an electric locomotive. According to the control method, a relay valve 1, a front intercepter valve 2, a rear intercepter valve 3, a first intercept solenoid valve 4 and a second intercept solenoid valve 5 are included. The control method can accurately and reliably control the air charging and discharging operations of the train pipe of the locomotive. When braking is carried out or pressure is kept after braking, the front intercepter valve cuts off an air charging channel of a master wind direction train pipe; when air charging is released, the air charging channel of the master wind direction train pipe is communicated. When the rear intercepter valve is located on a reconnexion pusher locomotive, a channel of the relay valve and the train pipe is cut off, and the non-synchronous brake relieving states of the locomotive caused by unnecessary air discharging of the train pipe can be avoided. When in other working states, the channel between the relay valve and the train pipe is communicated. The embodiment of the invention further provides a brake system through which the control method can be achieved, and the electric locomotive adopting the brake system.

A system to reduce standby losses in a hot water heater is presented. The system utilizes a safety relay valve between the combination gas controller and the burner. The safety relay valve bypasses gas to a damper actuator valve to position a flapper valve located over the flue pipe. Once the flapper valve has opened to ensure combustion, the gas is allowed to flow back to the safety relay valve. Some of the bypass gas may be diverted to boost the pilot or to supply a booster. The safety relay valve is then opened to allow the gas supply to the burner. Once the burner is turned off by the combination gas controller, the small amount of bypass gas bleeds out of the damper actuator valve to close the flapper valve to reduce standby losses through the flue pipe, and to allow the safety relay valve to close tightly.

A high speed train rescue conversion device comprises an electronic control unit, an electric pneumatic conversion valve, a relay valve, a discharge valve and an emergency electromagnetic valve. The electronic control unit collects train pipe pressure and outputs current signals used for braking, and the electric pneumatic conversion valve converts the received current signals into corresponding precontrol pressure signals and transmits the precontrol pressure signals to a braking pressure input port of the relay valve. Flow amplification of the precontrol pressure signals is carried out by the relay valve, and then the precontrol pressure signals are respectively input into an upper cavity and a lower cavity of the discharge valve. The lower cavity of the discharge valve is connected with a train pipe after blocked and cocked, and the upper cavity of the discharge valve is connected with the emergency electromagnetic valve. A supply pressure input port of the electric pneumatic conversion valve and a supply pressure input port of the relay valve are respectively connected with a pressure supply output port of a main air reservoir (MR). Air valves and the electronic control unit are combined into a whole, synchronization pressure reduction braking of a train with the high speed train rescue conversion device and other trains is achieved, and purposes that device integration and braking sensitivity are promoted, horizontal impulses of the train are reduced, bogie equipment is protected, and braking effect of the train is promoted are achieved.

The invention discloses a hill start control device suitable for an AMT (Automated Mechanical Transmission), which comprises an air storage tank sequentially connected with an air circuit of a spring air chamber via a one-way valve, a handbrake control valve, a differential relay valve and a hill start solenoid valve; meanwhile, an air pressure sensor arranged between the handbrake control valve and the differential relay valve is connected with a circuit of an entire car electronic controller; and the entire car electronic controller is also in circuit connection with an engine, a gear box, a hill start switch and an audible and visual alarm. When used, the handbrake control valve is switched on to conduct the air circuit between the air storage tank and the hill start solenoid valve; then the hill start solenoid valve is controlled according to an air pressure signal and an engine torque by the entire car electronic controller; and the hill start solenoid valve is controlled to charge the spring air chamber when the engine torque achieves a preset valve so as to release the brake step by step so that a safe hill start is fulfilled. The design has the advantages of low operating difficulty and wide range of application, as well as high security and strong flexibility.

An LNG supply system may include first and second LNG tanks, a connecting line connecting the first LNG tank with the second LNG tank and in which a time relay valve is disposed, a charging line one side of which is connected to a fuel supply portion and the other side of which is connected to the first LNG tank for charging fuel, a vent line, one side of which is connected to the second LNG tank and the other side of which is open, a direct line connecting the first LNG tank and the second LNG tank, and a supply line branched from one side of the connecting line to supply an engine with LNG, wherein the time relay valve is opened for a predetermined period so as to equalize the amount of LNG that is charged in the first LNG tank and the second LNG tank.

The invention relates to a method for lubricating rolls, in particular for lubricating a rolling nip in rolling stands for rolled strips. According to the invention, said lubrication takes place using an oil-in-water dispersion whilst maintaining both a predetermined blend characteristic and a volumetric flow of the dispersion. The dispersion is prepared in the form of a homogeneous blend in a mixer (1) using adjustable quantities of water and oil. The dispersion is supplied to various spray zones (Zi) for a distribution (Bi) that is variable in width. Said method for roll lubrication can be improved by the allocation of at least one row of nozzles (Di) to each spray zone (Zi), which has a corresponding spray range width (Bi), each nozzle being controlled by at least one relay valve (Si).

A stopping brake system of a trailer used under a coal mine shaft comprises an oil tank, a filter, a hydraulic pump, a traction vehicle stopping brake valve, a traction vehicle stopping hydraulic cylinder, a traction vehicle stopping brake, a hydraulic control air valve, a first air bag, a pneumatic control valve, a relay valve, a one-way valve, a second air bag, an assistor and a trailer brake. The stopping brake system of the trailer used under the coal mine shaft enables the trailer to be braked as well when a traction vehicle is stopped and braked, largely improves the stopping and braking force, and improves the reliability when the vehicle is stopped and braked on a slope.

The invention discloses a modularized central tire inflation / deflation control valve assembly of off-road vehicle, relating to a vehicle inflation / deflation technology. The invention is characterized in comprising a module (2), a first axle solenoid valve (3), a second axle solenoid valve (4), a third axle solenoid valve (6) and a fourth axle solenoid valve (7), a inflation / deflation solenoid valve (5), a first axle sensor (16), a second axle sensor (17), a third axle sensor (13) and a fourth axle sensor (10), a first axle relay valve (23), a second axle relay valve (22), a third axle relay valve (19), a fourth axle relay valve (18) and a relief shuttle valve (21), wherein, the module (2) is a rectangular metal plate fixed on a platform for the members; modularized structure is adopted, and the control units on the module can be added or removed according to the number of axles to meet the requirements of the specific vehicle model. The invention has the advantages of capacity of inflation / deflation and pressure measurement of single axle, multiple axles and the vehicle, high integration due to the assembly of various valve on the module, simple structure, reduced weight of vehicle due to less pipeline, and convenient installation and maintenance.

The invention relates to a parking linkage method and device based on an AMT (Automatic Mechanical Transmission), which is characterized in that a pressure relay is additionally arranged between a hand-operated valve output port of a parking system and a differential relay valve; the signal output of the pressure relay is connected to a TCU (Transmission Control Unit) or a VCU (Vehicle control unit); meanwhile, an input port of the differential relay valve is plugged; an electromagnetic valve is connected in parallel with the output port of the differential relay valve, and the opening of the electromagnetic valve is controlled by the TCU or the VCU; and an input port P of the electromagnetic valve is connected with the output port of the differential relay valve, and two output ports A and B of the electromagnetic valve are respectively connected with a parking air reservoir or atmosphere. The forced parking, release of parking brake to start up, and parking brake through a control rod can be realized according to the fact that the TCU or the VCU controls the electromagnetic valve to be in the opening state after the signal collected by the pressure relay is analyzed and judged by the TCU or the VCU.

The invention relates to an electrically controlled braking system having a redundancy function, and discloses an electrically controlled braking system of an unmanned commercial vehicle. The electrically controlled braking system consists of a main ADV controller, a backup ADV controller, a main battery pack, a backup battery pack, a front two-channel pressure control module, a rear two-channel pressure control module, breaking gas chambers, spring brake cylinders, gear rings, rotating speed sensors, gas pipelines for connection, and a wiring harness for connection, wherein the two ADV controllers are vehicle control units and are separately provided with storage batteries for supplying electricity; a controller chip module, four sets of two-position two-way normally closed solenoid valves, two sets of relay valves for accelerating running brake response, and two sets of barometric sensors are integrated in the front two-channel pressure control module; and a controller chip module, four sets of two-position two-way normally closed solenoid valves, two sets of relay valves for accelerating running brake response, and two sets of barometric sensors are integrated in the rear two-channel pressure control module. According to the electrically controlled braking system disclosed by the invention, through adoption of dual power supply of dual electric control loops and dual CAN communications, the vehicle can be guaranteed not to quit electrically controlled braking under the condition that any single power supply or CAN communication is ineffective, so that the braking safetyof the unmanned vehicle is effectively guaranteed; and requirements for L5 grade unmanned driving for braking systems can be met.

A hydraulic control apparatus for a multi-stage automatic transmission includes solenoid valves such as the linear solenoid valves that are formed as normally closed valves. A first clutch apply relay valves that outputs a forward range pressure as a reverse input pressure during an all-solenoid-off mode, and a second clutch apply relay valves that switches between a left half position that inputs a reverse input pressure to a discharge port and a right half position that inputs the reverse pressure to the discharge port are provided. The second clutch apply relay valve is set to the right half position during normal engine startup and locked based on the lock pressure by feeding the line pressure as a lock pressure and is set at the left half position that interrupts the lock pressure after the engine is restarted during all-solenoids-off.

The invention discloses an electro-pneumatic brake, comprising a main air module, a balanced air cylinder pressure control module, a brake pressure regulating module and a parking brake pressure control module. The equalizing air cylinder pressure control module is provided with an equalizing air cylinder, a first air supply pipeline for supplying air to the equalizing air cylinder is communicatedwith the main air module, a second air supply pipeline for supplying air to the train pipe and a relay valve are communicated with the main air module, and the relay valve controls the air supply andexhaust of the train pipe through the pressure difference between the equalizing air cylinder and the train pipe. The balanced air cylinder pressure control module controls the gradual pressure change of the train pipe or the pressure stage change of the train pipe, thereby realizing the stage adjustment of the locomotive braking force, in accordance with the UIC 540- 2006 Standard Requirements.

A hydraulic control system that includes a solenoid valve for supplying a prescribed fluid pressure; and a relay valve for selectively switching a destination of the prescribed fluid pressure between a first destination part and a second destination part. The relay valve has an input port supplied with a normally produced fluid pressure and an output port that selectively communicates with the input port. The hydraulic control system further includes a fluid pressure switch, provided in the output port of the relay valve, that is activated when the input port communicates with the output port to allow the normally produced fluid pressure to be supplied to the output port.