Automatic pressure regulating valve for multiple levels of driving automation of commercial vehicle and control method thereof

Abstract

An automatic pressure regulating valve for multiple levels of driving automation of a commercial vehicle includes an upper valve body, a lower valve body, a piston, a main valve core assembly, a switching valve, a quick-acting intake valve, and a quick-acting exhaust valve. The switching valve, the quick-acting intake valve and the quick-acting exhaust valve are all mounted at an upper end of the upper valve body. The piston is located in a chamber formed by the upper valve body and the lower valve body to divide the chamber into an upper control chamber and a lower chamber. The main valve core assembly is mounted in the lower valve body. The automatic pressure regulating valve is applicable to a commercial vehicle allowing for multiple levels of driving automation.

Claims

1. An automatic pressure regulating valve for multiple levels of driving automation of a commercial vehicle, comprising an upper valve body, a lower valve body, a piston, a main valve core assembly, a switching valve, a quick-acting intake valve, and a quick-acting exhaust valve, wherein the switching valve, the quick-acting intake valve and the quick-acting exhaust valve are all mounted at an upper end of the upper valve body; the piston is located in a chamber formed by the upper valve body and the lower valve body to divide the chamber into an upper control chamber and a lower chamber; and the main valve core assembly is mounted in the lower valve body; and wherein the quick-acting intake valve is a normally open two-position three-way electromagnetic valve; in case of failures such as de-energization and system power failure, the air inlet d and an air outlet e of the quick-acting intake valve are communicated with each other; the air inlet d of the quick-acting intake valve is connected to an air outlet c of the switching valve; the air outlet of the quick-acting intake valve is connected to the control chamber A of the upper valve body; the quick-acting exhaust valve is a normally closed two-position three-way electromagnetic valve; in case of failures such as de-energization and system power failure, an air inlet f and an air outlet g of the quick-acting exhaust valve are not communicated with each other; the air inlet of the quick-acting exhaust valve is connected to the control chamber A of the upper valve body, while the air outlet is connected to the atmosphere and provided with a muffler; the quick-acting intake valve and the quick-acting exhaust valve are utilized to control air intake and exhaust to regulate a pressure of the control chamber, thereby regulating a braking pressure.

2. The automatic pressure regulating valve according to claim 1, wherein in case of failures such as system power failure occurring in the automatic pressure regulating valve, the switching valve, the quick-acting intake valve and the quick-acting exhaust valve are de-energized to be in a open state, the open state and a closed state, respectively, thereby allowing for conventional braking by manual control.

3. The automatic pressure regulating valve according to claim 1, wherein the switching valve is a two-position three-way electromagnetic valve capable of quickly moving to and fro, comprises a open air inlet b which is a controlled air inlet and a closed air inlet a which is an electro-pneumatic inlet, and is configured to switch between two braking modes, namely, manually controlled braking and electronically controlled braking.

4. The automatic pressure regulating valve according to claim 1, wherein a pressure detection hole k is formed at an air outlet of the lower valve body, and a pressure sensor is disposed in the pressure detection hole k to measure a pressure of an air outlet of the automatic pressure regulating valve in real time, thereby realizing real-time control on the braking pressure.

5. The automatic pressure regulating valve according to claim 1, wherein the main valve core assembly comprises a main valve core return spring and a main valve core; the piston vertically moves to and fro under the combined action of the pressure of the control chamber, the pressure of the lower chamber and the main valve core return spring to control a vertical displacement of the main valve core, thereby realizing control on the area of the air inlet.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a schematic diagram of an outline structure according to the present disclosure.

(2) FIG. 2 is a sectional view taken along line A-A in FIG. 1.

(3) FIG. 3 is a top view according to the present disclosure with a lower valve body removed.

(4) FIG. 4 is a sectional view taken along line B-B of FIG. 3.

(5) FIG. 5 is a sectional view taken along line C-C in FIG. 3.

(6) FIG. 6 is a sectional view taken along line C-C in FIG. 3.

(7) FIG. 7 is a schematic diagram of a system according to the present disclosure.

(8) FIG. 8 is a partially enlarged view of FIG. 6.

(9) List of Reference Numerals: 1upper valve body end cover, 2upper valve body part, 3piston, 4piston sealing ring, 5valve body sealing ring, 6lower valve body part, 7spring seat, 8spring seat sealing ring, 9stop collar, 10rubber muffler, 11lower main valve core sealing ring, 12spring collar, 13main valve core return spring, 14middle main valve core sealing ring, 15main valve core, 16upper main valve core sealing ring, 17switching valve, 18quick-acting intake valve, 19quick-acting exhaust valve, 20muffler, 21controller, 22upper yoke, 23coil bobbin, 24end cover sealing ring, 25coil, 26outer yoke, 27lower yoke, 28iron core, 29valve sleeve, 30lower valve sleeve sealing ring, 31electromagnetic valve return spring, 32lower valve core sealing ring, 33middle valve core sealing ring, 34valve core, 35upper valve sleeve sealing ring, 36upper valve core sealing ring, 37lift pin, 38armature, aair inlet 1 of switching valve, bair inlet 2 of switching valve, cair outlet of switching valve, dair inlet of quick-acting intake valve, eair outlet of quick-acting intake valve, fexhaust port of quick-acting exhaust valve, gair outlet of quick-acting exhaust valve, hair inlet of lower valve body, iair outlet of lower valve body, jexhaust port of lower valve body, kpressure detection hole, lcontroller power interface, mcontroller signal interface, and Acontrol chamber.

DETAILED DESCRIPTION OF THE EMBODIMENTS

(10) As shown in FIG. 1 to FIG. 8, there is provided an automatic pressure regulating valve for an electro-pneumatic braking system of a commercial vehicle for multiple levels of driving automation implemented according to the present disclosure. The automatic pressure regulating valve includes an upper valve body, a lower valve body, a piston 3, a main valve core assembly, a switching valve 17, a quick-acting intake valve 18, and a quick-acting exhaust valve 19. The upper valve body includes an upper valve body part 2 and an upper valve body end cover 1. The mutual connection relationships of the upper valve body part are as shown in FIG. 3 to FIG. 6. The switching valve 17 has two air inlets a, b connected to an electronically controlled braking air tank and a pedal valve in the electro-pneumatic braking system, respectively, and an air outlet c connected to an air inlet d of the quick-acting intake valve 18. An air outlet e of the quick-acting intake valve 18 and an air inlet f of the quick-acting exhaust valve 19 are connected together to a control chamber A in the upper valve body. An air outlet g of the quick-acting exhaust valve 19 is connected to the atmosphere through a muffler 20.

(11) The switching valve 17, the quick-acting intake valve 18 and the quick-acting exhaust valve 19 in the upper valve body are all two-position three-way electromagnetic valves which have the same structure. The structure of the quick-acting exhaust valve 19 is as shown in FIG. 7. The quick-acting exhaust valve 19 includes an upper yoke 22 disposed in the upper valve body part 2, an end cover sealing ring 24 and an outer yoke 26 disposed in the upper valve body end cover 1 and the upper valve body part 2, a valve sleeve 29 disposed in the upper valve body part 2, and a coil 25 and a coil bobbin 23 disposed in the outer yoke 26. The coil 25 is wound around the coil bobbin 23 and has a thermal led out through a wiring hole in the outer yoke 26. The armature 38 is located in central holes of the upper yoke 22 and the coil bobbin 23. An iron core 28 is located in central holes of the coil bobbin 23, a lower yoke 27 and the valve sleeve 29, and a lift pin 37 is disposed in a central hole of the iron core 28. A valve core 34 is located in the central hole of the valve sleeve 29 and situated below the lift pin 37. An electromagnetic valve return spring 31 is disposed in a central hole of the valve core 34. An upper valve core sealing ring 36 is disposed between the valve core 34 and the valve sleeve 29, and a lower valve core sealing ring 32 is disposed in the valve core 34 and the upper valve body part 2. A middle valve core sealing ring 33 is located between the valve sleeve 29 and the valve core 34, and the upper valve body part 2. An upper valve sleeve sealing ring 35 and a lower valve sleeve sealing ring 30 are disposed between the valve sleeve 34 and the upper valve body part 2. Among the electromagnetic valve parts, only the upper yoke 22, the outer yoke 26, the lower yoke 27, the iron core 28 and the armature 38 are made of a ferromagnetic material.

(12) When the switching valve 17 in the upper valve body is de-energized, the valve core 34 is situated at top dead center under the action of the spring force of the electromagnetic valve return spring 31 and the middle valve core sealing ring 33 comes into contact with the valve sleeve 29 such that the air inlet 1a of the switching valve is disconnected from the air outlet c of the switching valve while the air inlet 2b of the switching valve is communicated with the air outlet c of the switching valve. When the switching valve 18 in the upper valve body is energized, the valve core 34 moves to a bottom dead center under the action of the electromagnetic force and the middle valve core sealing ring 33 comes into contact with the upper valve body part 2 such that the air inlet 1a of the switching valve is communicated with the air outlet c of the switching valve while the air inlet 2b of the switching valve is disconnected from the air outlet c of the switching valve. The other two electromagnetic valves follow the same working principle with the switching valve 17.

(13) A piston 3 capable of moving longitudinally is disposed in the upper valve body part 2. A main valve core 15, a main valve core 13, a spring seat 7 and a stop collar 9 are disposed in a lower valve body part 6. A piston sealing ring 4 is disposed between the piston 3 and the upper valve body part 2. An upper main valve core sealing ring 16 is disposed between the piston 3 and the main valve core 15. A valve body sealing ring 5 is disposed between the upper valve body part 2 and the lower valve body part 6. A middle main valve core sealing ring 14 is disposed between the main valve core 15 and the lower valve body part 6. A lower valve core sealing ring 11 is disposed between the spring seat 7 and the lower valve body part 6.

(14) When the automatic pressure regulating valve is in the manually controlled braking state, the three valves in the upper valve body are all de-energized. Among them, the switching valve 17 causes the air inlet d of the quick-acting intake valve to be communicated with a pedal valve controlled by a driver, the quick-acting intake valve 18 to be opened and the quick-acting exhaust valve 19 to be closed. The pressure in the control chamber A is consistent with the output pressure of the pedal valve. When the driver does not manipulate the pedal valve, the piston 3 comes into contact with the upper main valve core sealing ring 16 under the action of its own gravity such that the exhaust valve is closed. The main valve core 15 closes the intake valve under the action of the main valve core return spring 13 such that an air inlet h of the lower valve body is disconnected from an air outlet i of the lower valve body and the air outlet i of the lower valve body is disconnected from an exhaust port j of the lower valve body. When the driver steps on the pedal valve, air from the pedal valve enters the control chamber A through the switching valve 17 and the quick-acting intake valve 18, causing the pressure in the control chamber A to rise. The piston 3 moves down to overcome the acting force of the main valve core return spring 13 so that the intake valve can thus be opened. At this time, the exhaust valve is closed, and the air inlet h is communicated with the air outlet i while the air outlet i is disconnected from the exhaust port j. When the driver releases the pedal valve, air from the control chamber A is vented to the atmosphere through the pedal valve, resulting in reduced pressure in the chamber. The piston 3 moves upwards and the upper main valve core sealing ring 16 is separated from the piston 3 such that the exhaust valve is opened while the intake valve is closed. The air inlet h is then disconnected from the air outlet i and the air outlet i is communicated with the exhaust port j such that the air in the brake chamber is vented through the exhaust valve to relieve the pressure.

(15) When specifically implemented, the automatic pressure regulating valve for an electro-pneumatic braking system of a commercial vehicle can meet the requirements of air braking systems of commercial vehicles at different levels of driving automation. for example, regardless of purely electronically controlled braking or electronically controlled aided braking oriented to automatic driving, the braking pressure of the brake chamber can be regulated quickly and accurately based on a given target pressure. Accordingly, different embodiments can be provided. Moreover, the automatic pressure regulating valve is also applicable to the manually controlled braking mode.

(16) An embodiment of the automatic pressure regulating valve for an electro-pneumatic braking system of a commercial vehicle at the pressure regulation requirement of purely electronically controlled braking of automatic driving is described below.

(17) In the normal driving process of the vehicle, if the road condition or the vehicle motion condition changes, the braking system calculates a target pressure P.sub.1 of each brake chamber by means of an overall vehicle dynamic model and inputs the target pressure P.sub.1 of each brake chamber to a corresponding controller 21. The controller 21 then controls the switching valve 17 to work such that the electronically controlled braking air storage tank is communicated with the control chamber A, causing the pressure in the control chamber A to rise. The piston 3 is pushed by the pressure of the control chamber A to move down. The piston 3 moves down and pushes the main valve core 15 to move down. In the process of the main valve core 15 moving down, the intake valve is opened. At this time, the air inlet h is communicated with the air outlet i such that compressed air from the air inlet h reaches the air outlet i through the intake valve and finally enters the brake chamber, causing the pressure in the brake chamber to rise. A pressure detection hole k disposed at the air outlet i is connected to a pressure sensor which acquires in real time and feeds back the output pressure to the controller 21. The controller 21 then compares the output pressure P.sub.2 with the target pressure P.sub.1. When it is detected that the output pressure P.sub.2 reaches the target pressure P.sub.1, the controller 21 controls the quick-acting intake valve 18 to be energized to be closed. At this time, the intake valve and the exhaust valve are closed, and the pressure of the brake chamber remains stable. When it is detected that the output pressure P.sub.2 is higher than the target pressure P.sub.1, the controller 21 controls the quick-acting intake valve 18 to be energized to be closed and the quick-acting exhaust valve 19 to be energized to be opened such that the compressed air in the control chamber A is vented through the exhaust port g of the quick-acting exhaust valve and the pressure drops. The drop of the pressure in the control chamber A causes the piston 3 and the main valve core 15 to move upwards together, during which the intake valve is closed under the action of the return spring. The piston 3 continues to move upwards to separate from the upper main valve core sealing ring 16 on the main valve core 15 such that the exhaust valve is opened. At this time, the air outlet i is communicated with the exhaust port j and the compressed air from the air outlet i is vented to the atmosphere through the exhaust valve, causing the braking pressure of the brake chamber to drop. When the output pressure P.sub.2 drops to the target pressure P.sub.1, the controller 21 controls the quick-acting intake valve 18 to be energized to be closed, the quick-acting exhaust valve 19 to be de-energized to be closed, and the intake valve and the exhaust valve of the lower valve body to be closed such that the pressure of the brake chamber remains stable. When it is detected that the output pressure P.sub.2 is lower than the target pressure P.sub.1, the controller 21 controls the quick-acting intake valve 18 to be opened and the quick-acting exhaust valve 19 to be de-energized to be closed, causing the pressure of the control chamber A to rise. Thus, the intake valve is driven to be opened such that the output pressure rises. When the output pressure P.sub.2 reaches the target pressure P.sub.1, the quick-acting intake valve 18 is energized to be closed, and the intake valve and the exhaust valve are closed, causing the pressure of the brake chamber to remain stable. The above process is repeated so that the output pressure P.sub.2 can be regulated to be equal to the target pressure P.sub.1.

(18) An embodiment of the automatic pressure regulating valve for an electro-pneumatic braking system of a commercial vehicle in case of electronically controlled aided braking is described below. In the normal braking process of the vehicle, the braking system calculates a desired braking pressure P.sub.1 of the brake chamber based on the overall vehicle dynamic model and pedal travel. When the driver steps on the brake pedal, the automatic pressure regulating valve outputs pressure P.sub.3, and the braking system compares the desired braking pressure P.sub.1 with the actual pressure P.sub.3. When it is detected that the output pressure P.sub.3 reaches the target pressure P.sub.1, the controller 21 controls the switching valve 17 to be de-energized to be opened and the quick-acting intake valve 18 to be energized to be closed. At this time, the intake valve and the exhaust valve are closed, and the pressure of the brake chamber remains stable. When it is detected that the output pressure P.sub.3 is higher than the target pressure P.sub.1, the controller 21 controls the quick-acting intake valve 18 to be energized to be closed and the quick-acting exhaust valve 19 to be energized to be opened such that the compressed air in the control chamber A is vented through the exhaust port g of the quick-acting exhaust valve and the pressure drops. The drop of the pressure in the control chamber A causes the piston 3 and the main valve core 15 to move upwards together, during which the intake valve is closed under the action of the return spring. The piston 3 continues to move upwards to separate from the upper main valve core sealing ring 16 on the main valve core 15 such that the exhaust valve is opened. At this time, the air outlet i is communicated with the exhaust port j and the compressed air from the air outlet i is vented to the atmosphere through the exhaust valve, causing the braking pressure of the brake chamber to drop. When the output pressure P.sub.3 drops to the target pressure P.sub.1, the controller 21 controls the quick-acting intake valve 18 to be energized to be closed, the quick-acting exhaust valve 19 to be de-energized to be closed, and the intake valve and the exhaust valve of the lower valve body to be closed such that the pressure of the brake chamber remains stable. When it is detected that the output pressure P.sub.3 is lower than the target pressure P.sub.1, the controller 21 controls the switching valve 17 to be energized, the quick-acting intake valve 18 to be de-energized to be opened and the quick-acting exhaust valve 19 to be de-energized to be closed. At this time, electronically controlled braking is enabled, and the pressure of the control chamber A rises such that the intake valve is driven to be opened to increase the output pressure. When the output pressure P.sub.3 reaches the target pressure P.sub.1, the controller 21 controls the switching valve 17 to be de-energized, the quick-acting intake valve 18 to be energized to be closed and the quick-acting exhaust valve 19 to be de-energized to be closed, and the intake valve and the exhaust valve are closed, causing the pressure of the brake chamber to remain stable. The above process is repeated so that the output pressure P.sub.2 can be regulated to be equal to the target pressure P.sub.1. When the vehicle is in need of emergency braking, the controller 21 directly allows the switching valve 17 to be energized, and then compressed air enters the control chamber A through the quick-acting intake valve 18. Accordingly, the pressure in the control chamber A rises to move the piston 3 downwards, thereby moving the main valve core 15 downwards to open the intake valve. Thus, the air inlet h is communicated with the air outlet i to enable boosted pressure braking of the brake chamber. After the completion of the braking process, the controller 21 controls the quick-acting intake valve 18 to be energized to be closed and the quick-acting exhaust valve 19 to be energized to be opened, thereby completely vent the compressed air in the control chamber A. meanwhile, the exhaust valve is opened to completely vent the compressed air in the brake chamber therethrough. Thus, braking is released. The switching valve 17 is de-energized afterwards.

(19) An embodiment of the automatic pressure regulating valve for an electro-pneumatic braking system of a commercial vehicle in case of manually controlled braking is described below. In the normal braking process of the vehicle, the automatic pressure regulating valve is de-energized, and the switching valve 17 is in the normally open state, while the quick-acting intake valve 18 in the normally open state and the quick-acting exhaust valve 19 in the normally closed state. After the driver steps on the brake pedal, compressed air passes through the manually controlled braking air inlet b of the switching valve 17 and enters the control chamber A through the quick-acting intake valve 18. Accordingly, the pressure in the control chamber A rises to move the piston 3 downwards, thereby moving the main valve core 15 downwards to open the intake valve. Thus, the air inlet h is communicated with the air outlet i to enable boosted pressure braking of the brake chamber. When the driver releases the brake pedal, the air in the control chamber A passes through the quick-acting intake valve 18 and the switching valve 17, and the air in the brake chamber is vented by the pedal valve. The piston 3 moves upwards as the pressure in the control chamber A drops, such that the air outlet i of the lower valve body is communicated with the exhaust port j of the lower valve body, thereby venting the compressed air in the brake chamber to the atmosphere. The present disclosure is not limited to the foregoing embodiments. On the basis of the technical solution disclosed in the present disclosure, a person skilled in the art can make some replacements and variations to some of the technical features according to the disclosed technical contents without creative effort, and such replacements and variations shall all fall within the protection scope of the present disclosure.