CN111572519A - Control method of integrated electric control valve for trailer control - Google Patents
Control method of integrated electric control valve for trailer control Download PDFInfo
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- CN111572519A CN111572519A CN202010530032.8A CN202010530032A CN111572519A CN 111572519 A CN111572519 A CN 111572519A CN 202010530032 A CN202010530032 A CN 202010530032A CN 111572519 A CN111572519 A CN 111572519A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
A control method for integrated electric control valve used for trailer control, the trailer control valve integrates the double-loop control system of electric control loop, gas control loop, the electric control, gas control two kinds of control loops are the parallel control, the electric control, gas control loop are worked normally under the normal condition, because the electric signal acts faster than the gas signal, finish by the electric control first, when the electric control loop is out of order, the gas control loop finishes the braking work; the invention adopts double-loop control of an electric control signal and a pneumatic control signal, a pressure sensor is arranged at the air outlet to collect an air pressure signal and feed the air pressure signal back to the ECU, and the ECU controls the on-off of the air inlet electromagnetic valve, the air outlet electromagnetic valve and the standby pressure electromagnetic valve to perform braking action. The invention overcomes the defects of long pipelines and slow transmission of air pressure signals in the traditional air pressure control process, and shortens the vehicle braking response time; the synchronous braking time of the tractor and the trailer can be ensured, and the safety of the vehicle and a driver can be ensured to the maximum extent.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a control method of an integrated electric control valve for trailer control.
Background
Trailer control valves conventionally used in pneumatic brake systems are usually single-loop pneumatic control, which provides brake signals for trailer pipelines, but the brake response is slow due to factors such as long pneumatic pipelines, slow transmission rate of pneumatic signals and the like. In addition, the tractor and the trailer are not braked synchronously, and the phenomenon of dragging or pushing is generated, so that the driving safety is influenced.
For example, patent application No. [ 201410356454.2 ] discloses: a control method for trailer control valve includes setting running brake cavity, big piston return cavity, pressure boosting cavity, air outlet cavity and parking cavity in sequence from top to bottom in internal cavity of valve body, setting air inlet, air supply port, air outlet, running control port and parking control port on valve body, setting pressure boosting valve, pressure reducing valve and pressure backup valve on valve body, connecting air inlet with air cylinder of tractor, connecting air supply port with air inlet through throttle valve and outputting air pressure to trailer energy supply pipeline, connecting air outlet with air inlet through combined valve, controlling combined valve to be normally closed valve, connecting running control port with air brake valve and receiving air pressure signal of air brake valve, connecting parking control port with manual control valve and receiving manual control air pressure signal, opening combined valve, the air pressure of the air inlet is output to a trailer control pipeline through the air outlet, the air outlet discharges redundant air into the atmosphere in the process of brake release, the backup pressure valve is a normally open electromagnetic valve and is communicated with a driving control port, the pressure increasing valve is a normally closed electromagnetic valve and is communicated with the air inlet, the pressure reducing valve is a normally closed electromagnetic valve and is communicated with the air outlet, compressed air enters a driving brake cavity through the driving control port, the compressed air acts on the pressure increasing cavity through the pressure increasing valve, the air outlet cavity is communicated with the air outlet, and the parking cavity is communicated with the parking control port; the valve body is provided with a controller which is electrically connected with the pressure increasing valve, the pressure reducing valve and the pressure standby valve. The electric control loop and the pneumatic control loop form a double-loop control system of the trailer control valve, the electric control loop and the pneumatic control loop are controlled in parallel, the pneumatic control loop works under normal conditions, and the electric control loop assists the pneumatic control loop to work when the pneumatic control loop cannot complete braking.
Although the technical scheme improves the braking speed of the trailer to a certain degree, the air pressure control loop is a main control loop, and the electric control loop is an auxiliary control loop. And does not substantially improve the out-of-sync problem of the tractor and the trailer. And the structure of the combined valve is complex, and more parts are easy to damage. The throttle valve is in a normally open state, and if a downstream pipeline is broken, the purpose of throttling and blocking cannot be achieved.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention aims to provide a control method of an integrated electric control valve for trailer control, which has the characteristics of improving the brake response, improving the brake coordination between a tractor and a trailer and improving the comfort of deceleration control.
In order to achieve the purpose, the invention adopts the technical scheme that: a control method of an integrated electric control valve for trailer control comprises a valve body assembly, a control port assembly and a throttling assembly, wherein an air inlet P11, a first output port P21, a second output port P22, a foot valve brake control port P42 and a hand valve control port P43 are arranged on the valve body, a pressure sensor and an electromagnetic coil assembly are arranged in the trailer valve to carry out pressure increase, pressure maintaining and pressure reduction control on a trailer brake air chamber, and the air inlet P11 is communicated with an air storage cylinder of a tractor; the first output port P21 is connected with a trailer power supply pipeline; the second output port P22 is connected with a trailer control pipeline; the foot brake valve control port P42 is connected with the output port of the foot brake valve of the tractor; the hand valve control port P43 is connected with the output port of the tractor hand valve; the trailer control valve integrates a double-loop control system of an electric control loop and an air control loop, and the electric control loop and the air control loop are controlled in parallel; under the condition that the electric control loop and the pneumatic control loop work normally, the action of the electric signal is faster than that of the air pressure signal, the electric control is completed preferentially, and when the electric control loop fails, the pneumatic control loop completes the braking work;
in the electric control loop, a central ECU sends an electric control signal and controls an air inlet electromagnetic valve, an air outlet electromagnetic valve and a standby pressure electromagnetic valve to carry out reasonable control to realize the service braking of the trailer, meanwhile, a pressure sensor monitors the air pressure of a second outlet P22 in real time and feeds the air pressure back to the central ECU, and the central ECU controls the air inlet electromagnetic valve, the air outlet electromagnetic valve and the standby pressure electromagnetic valve to work coordinately according to the feedback air pressure to realize the pressure control of a second outlet P22;
in the pneumatic control loop, the foot brake valve control port P42 receives a foot brake valve control signal, so that the pneumatic pressure of the second output port P22 is transmitted to a trailer control pipeline, and the service braking of the trailer is realized; the hand valve control port P43 receives a hand valve control signal to enable the air outlet to output air pressure to a trailer control pipeline, and therefore parking braking of the trailer is achieved.
The control step of air control throttling is that the foot brake valve control port P42 receives a foot brake valve control signal, pressure is built in a driving brake cavity, the pressure of the second output port P22 and the foot brake valve control port P42 simultaneously acts on the piston, so that the piston opens an air inlet channel, closes an exhaust channel, further closes a throttling component, and isolates an air inlet P11 from a brake air supply port, thereby achieving the throttling effect;
the electronic control throttling control step is that the central ECU monitors the output air pressure abnormality of the second output port P22 through a pressure sensor to perform electronic control throttling control, the air inlet electromagnetic valve is electrified to open the air inlet, the air outlet electromagnetic valve is electrified to close the air outlet, and then the throttling component is closed, so that the air inlet P11 is isolated from the first output port P21 and the second output port P22, and the throttling effect is achieved.
Further, the method also comprises a pressurization control step, wherein the pressurization control step is as follows: the central ECU sends an electric control signal, the air inlet electromagnetic valve is electrified, the air inlet is opened, the exhaust electromagnetic valve is electrified, the exhaust port is closed, the standby pressure electromagnetic valve is electrified, the foot brake valve control port is closed, compressed air is sent to the service brake cavity through the air inlet electromagnetic valve and acts on the piston, the air inlet channel is opened, and the exhaust channel is closed; the second output port P22 delivers brake pressure to the trailer brake chamber to accomplish electrically controlled service braking, which is the boost phase.
Further, the method also comprises a pressure maintaining control step, wherein the pressure maintaining control step comprises the following steps: the central ECU sends out an electric control signal, the air inlet electromagnetic valve is powered off, the air inlet is closed, and the standby pressure electromagnetic valve and the exhaust electromagnetic valve are both in an electrified state. The service brake chamber has no pressure change, which is a pressure maintaining stage.
Further, the method also comprises a pressure reduction control step, wherein the pressure reduction control step comprises the following steps: the central ECU sends an electric control signal, the air inlet electromagnetic valve is powered off, the air inlet is closed, the pressure-backup electromagnetic valve is powered on, the exhaust electromagnetic valve is powered off, the exhaust port is opened, air in the service brake cavity flows to the exhaust port P3 through the exhaust electromagnetic valve and the pressure-backup electromagnetic valve and is exhausted into the atmosphere, so that the pressure in the brake cavity is reduced, the piston moves upwards, the air inlet channel is closed, and the exhaust channel is opened. Service braking is released, which is the decompression phase.
Compared with the prior art, the invention has the beneficial effects that:
the invention adopts the electric control loop and the pneumatic control loop to form a double-loop integrated control system of the trailer control valve, the pressure sensor is arranged at the second output port P22 to acquire signals and feed back the signals to the central ECU, and the central ECU controls the opening and closing of the air inlet electromagnetic valve, the air outlet electromagnetic valve and the standby pressure electromagnetic valve, thereby realizing the electrical control of the trailer control valve, solving the defects of long pipelines, slow transmission of air pressure signals and the like in the traditional pneumatic control process and shortening the vehicle brake response time.
And because of the double-loop control of the electric control and the pneumatic control, the electric control and the pneumatic control loops work normally under the normal condition, the electric control is preferentially completed because the electric signal acts faster than the pneumatic signal, and when the electric control loop fails, the pneumatic control loop completes the braking work. The vehicle brake is ensured to be finished, and the safety of the vehicle brake is met.
In the electric control system, the pressure of an air outlet is monitored by a pressure sensor for feedback control through the coordinated work of an air inlet electromagnetic valve, an air outlet electromagnetic valve and a standby pressure electromagnetic valve, so that the pressure reaches the set requirement, and the braking force and the braking acceleration of the vehicle reach the set requirement; the brake coordination between the tractor and the trailer is improved, and the comfort of the deceleration control is improved.
The integrated electric control valve for trailer control has the following advantages in the whole braking process:
all braking components are controlled in an electronic mode, so that the response time is faster;
because a receiving and feedback mechanism is adopted, namely in an electric control loop, the central ECU sends an electric control signal and controls the air inlet electromagnetic valve, the air outlet electromagnetic valve and the standby pressure electromagnetic valve to carry out reasonable control, the running brake of the trailer is realized, meanwhile, the pressure sensor monitors the air pressure of the second output port P22 in real time and feeds the air pressure back to the central ECU, and the central ECU controls the air inlet electromagnetic valve, the air outlet electromagnetic valve and the standby pressure electromagnetic valve to work coordinately according to the feedback air pressure so as to realize the pressure control of the second output port P22; therefore, the brake coordination between the tractor and the trailer is realized; and has comfortable deceleration control;
continuous self-testing and the like are realized through integrated diagnosis and monitoring functions;
because the electric control signal is faster than the air pressure signal, the braking response time is shortened, and the braking distance can be greatly shortened when the vehicle runs, which plays an important role in the safe running of the vehicle under certain conditions. The synchronous braking time of the tractor and the trailer can be ensured, and the safety of the vehicle and a driver can be ensured to the maximum extent.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
FIG. 2 is a schematic view of the throttle portion of the present invention.
FIG. 3 is a cross-sectional view of a solenoid assembly.
Fig. 4 is a control system schematic of the present invention.
In the figure: 1-a control port assembly; 2-connecting the cover; 3-a valve body assembly; 4-a second mounting screw; 5-a pressure sensor; 6-a silencer; 7-a sound-deadening band; 8-an exhaust base; 9-a valve body; 10-a guide sleeve; 11-a return spring; 12-a valve flap; 13-valve seat one; 14-a first inner diameter retainer ring; 15-cover plate; 16-a first mounting screw; 17-controlling the fixed seat; 18-control piston one; 19-mounting a plate; 20-an air inlet electromagnetic valve; 21-exhaust solenoid valve; 22-a pressure-preparing electromagnetic valve; 23-a plug; 24-a first mounting screw; 25-a filter screen; 28-a solenoid coil assembly; 31-control piston two; 32-valve seat two; 33-a second inner diameter collar; 34-a throttling permanent seat; 35-a throttling piston; 36-a throttle return spring; 37-a stabilizing block; 38-a locking block; 39-control joint; 40-positioning pins; 41-a first O-ring; 42-filter screen II; 81-exhaust base channel; 91-an intake passage; 201-inlet solenoid valve channel; 211-exhaust solenoid valve channel; 221-pressure preparation solenoid valve channel; p42-foot brake valve control port; p43-hand valve control port; p11-air inlet; p21-first outlet; p22-second outlet.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples.
As shown in fig. 1, a control method of an integrated electronic control valve for trailer control comprises a valve body assembly 3, a control port assembly 1 and a throttling assembly 43, wherein a pressure sensor 5 and an electromagnetic coil assembly 28 are arranged in the trailer valve to perform pressure increase, pressure maintaining and pressure reduction control on a trailer brake chamber; the pressure of a trailer brake chamber is monitored in real time by using a pressure sensor 5 arranged in the trailer brake module, and the pressure of the trailer brake chamber is increased, maintained and reduced by using a built-in electromagnetic coil assembly 28; in addition, the synchronous braking time of the tractor and the trailer can be ensured, and the safety of the vehicle and a driver can be ensured to the maximum extent.
The valve body assembly 3 comprises a valve body 9, a control port assembly 1, a control fixing seat 17, a control piston I18, a second inner diameter retainer ring 33, a valve seat II 32, a control piston II 31, a valve seat I13, a valve clack 12, a return spring 11, a guide sleeve 10, an exhaust base 8, a silencing belt 7 and a silencer 6;
the second inner diameter retainer ring 33 is arranged in the clamping groove of the valve body 9 and used for limiting the second valve seat 32; the control piston II 31 is matched with the sealing ring to form a service braking cavity E with the valve body 9, and compressed air acts on the service braking cavity E through the air inlet electromagnetic valve 20; the first control piston 18 is matched with the sealing ring to form a hand valve braking cavity G with the valve body 9, and when braking is relieved, the hand valve control port P43 is inflated to the hand valve braking cavity G to return the first control piston 18; the first valve seat 13 is arranged in the middle of the valve body 9 and plays a role in guiding and sealing the control piston II 31, and the first inner diameter check ring 14 is arranged at the top dead center of the first valve seat 13 and limits the position of the first inner diameter check ring; the lower part of the first valve seat 13 is provided with a valve clack 12, the upper end surface of the valve clack 12 is contacted with the first valve seat 13, and a return spring 11 is arranged in the guide sleeve 10. The mounting plate 19 fastens the air inlet electromagnetic valve 20, the air outlet electromagnetic valve 21, the standby pressure electromagnetic valve 22 and the pressure sensor 5 on the valve body 9; the silencer 6 is arranged on the valve body 9 and is fastened by a buckle; the intake port P11 communicates with the first output port P21 via a throttle piston assembly. The control port assembly 1 is fixedly connected with the valve body 9 through a second mounting screw 4. The solenoid assembly 28 is mounted within the valve body 9 and acts as an isolation seal.
Wherein the air inlet P11 is communicated with the tractor air cylinder; the first output port P21 is communicated with the air inlet P11 through a throttling assembly and outputs air pressure to a trailer power supply pipeline; the second output port P22 is communicated with the air inlet P11 through the valve flap 12, the valve flap 12 is in a normally closed state under the action of the return spring 11, the foot brake valve control port P42 and the hand valve control port P43 control air pressure to influence the opening and closing of the valve flap 12, and after the valve flap 12 is opened, the air pressure of the air inlet P11 is output to a trailer control pipeline through the second output port P22; the exhaust port P3 is used for exhausting redundant gas in the valve and the pipeline into the atmosphere, and a silencer is arranged at the tail end of the exhaust port P3 to reduce the noise caused by exhaust; the foot brake valve control port P42 is communicated with the foot brake valve and can receive the air pressure signal of the foot brake valve and open the valve clack 12; the hand valve control port P43 is communicated with the hand valve output port, and the hand valve control port P43 has no air pressure when parking; the standby pressure electromagnetic valve is in a normally open state, is closed and opened under the control of voltage, and is communicated with the foot brake valve control port P42, the air inlet electromagnetic valve and the air outlet electromagnetic valve; the air inlet electromagnetic valve is in a normally closed state and is communicated with the air inlet P11, the exhaust electromagnetic valve and the pressure-preparing electromagnetic valve; the exhaust electromagnetic valve is in a normally open state and is communicated with the air inlet electromagnetic valve and the standby pressure electromagnetic valve; the pressure sensor is communicated with the second output port P22, monitors the air pressure of the second output port P22 in real time, transmits a voltage signal to the central ECU, and respectively controls the air inlet electromagnetic valve, the air outlet electromagnetic valve and the standby pressure electromagnetic valve under the influence of different control conditions so as to influence the opening and closing of the throttling assembly.
FIG. 4 is a schematic diagram of the control system of the present invention; the 1A is grounded, the 2A is connected with an exhaust electromagnetic valve, the 3A is connected with an air inlet electromagnetic valve, the 4A is connected with a standby pressure electromagnetic valve, the 5A7A provides driving voltage for the U/P pressure sensor, and the 6A is used for collecting signals of the U/P pressure sensor.
The pneumatic principle of the invention is described as follows:
service braking (pneumatic control): when the vehicle normally runs, the air inlet P11 is connected with the air cylinder of the tractor, and the hand valve control port P43 is connected with the hand valve and is in a ventilation state. When the running vehicle needs to be braked, a driver steps down the foot brake valve, and air pressure at the output port of the foot brake valve enters the area E through the control port P42 of the foot brake valve, so that the control piston II 31 moves downwards. When the pressure of the air in the area A is increased, the air in the area A flows to the second output port P22 through the air inlet channel 91, enters the lower cavity F of the control piston II 31 through the hole 131, and acts on the control piston II 31 together with the return spring 11, so that the air pressures of the upper cavity and the lower cavity of the control piston II 31 are quickly kept balanced, the air pressures in the areas P22 and E are the same, and the second output port P22 transmits the brake pressure to the brake air chamber of the trailer to finish service braking, which is a boosting stage.
Service braking (pneumatic control): when the pressure of the trailer brake chamber needs to be maintained, a driver holds the foot brake valve to ensure that the air pressure in the H area (see fig. 1) is stable, namely the air pressure in the E area is the same as that of the second output port P22, under the thrust of the return spring 11, the air inlet channel 91 and the exhaust channel 311 are closed to block air from entering and exiting the second output port P22, and the pressure of the trailer brake chamber is in a maintaining state, which is a pressure maintaining stage.
Service braking (pneumatic control): when the brake needs to be released, the driver releases the foot brake valve, so that the air pressure in the area E is exhausted into the atmosphere through the area D, the area C1, the area C2 and the exhaust port P31. The gas which pushes the second output port P22 of the valve flap 12 by the return spring 11 enters the lower cavity F of the control piston II 31 through the hole 131 and acts on the control piston II 31 together with the return spring 11 to push the control piston II 31 to move upwards, so that the air pressures of the upper cavity and the lower cavity of the control piston II 31 are rapidly kept balanced, the valve flap 12 contacts the valve seat I13 again, the air inlet channel 91 is closed, and the air outlet channel 311 is opened. At this time, the trailer brake chamber air pressure is discharged along the exhaust passage 311, the exhaust base passage 81, through the muffler belt 7, the muffler base 6, and the exhaust port P31, and the service brake is released, which is a decompression phase.
Throttling characteristics (pneumatic control): the foot brake valve control port P42 receives the foot brake valve air pressure and builds pressure in zone E; the pressure acts on the valve clack 12 at the second output port P22 and the foot brake valve control port P42 simultaneously, so that the valve clack closes the exhaust passage 311, opens the air inlet passage 91, and further closes the throttling component, so that the air inlet P11 is isolated from the first output port P21, the throttling effect is achieved, and the emergency braking of the trailer is further ensured.
Throttling characteristics (electronic control): the pressure sensor monitors the output air pressure abnormality of the second output port P22, and the electronic control throttling control is carried out. The standby pressure solenoid valve 22 is energized to close the foot brake valve control port P42, the exhaust solenoid valve 21 is energized, the exhaust passage is closed, the intake solenoid valve 20 is energized, and the intake passage is opened. And then the exhaust passage 311 is closed, the air inlet passage 91 is opened, and the throttle component door is further closed, so that the air inlet P11 is isolated from the first output port P21, the throttling effect is achieved, and the emergency braking of the trailer is further ensured.
Service braking (electronic control): when the vehicle normally runs, the air inlet P11 is connected with the air cylinder of the tractor, and the hand valve control port P43 is connected with the hand valve and is in a ventilation state. When the running vehicle needs to be braked, a driver steps down the foot brake valve, and the displacement sensor in the foot brake valve generates an electric signal to transmit the electric signal to the central ECU. The ECU sends a working signal to the contact pin 30, and the standby pressure electromagnetic valve 22, the air inlet electromagnetic valve 20 and the air outlet electromagnetic valve 21 are electrified and work synchronously. Because the electrical signal is faster than the pneumatic signal, the backup solenoid valve 22 prevents the ingress of air from the service brake valve outlet port through the service brake valve control port P42, preventing the flow of air from zone H through the backup solenoid valve passage 221 to zone C1 and from the exhaust solenoid valve passage 211 to zone D. After the air inlet electromagnetic valve 20 is electrified, air in the air inlet P11 flows to the area E through the air inlet electromagnetic valve channel 201, so that the control piston II 31 moves downwards to touch the end face of the valve clack 12, the exhaust channel 311 is closed and moves downwards continuously, the valve clack 12 is pushed against the thrust of the return spring 11, the air inlet channel 91 is opened, the air in the area A flows to the second output port P22 through the air inlet channel 91, enters the lower cavity F of the control piston II 31 through the hole 131 and acts on the control piston II 31 together with the return spring 11, the air pressures of the upper cavity and the lower cavity of the control piston II 31 are rapidly kept balanced, the air pressures of the second output port P22 and the area E are the same, and the second output port P22 transmits the brake pressure to the brake air chamber of. The electromagnetic valve 21 is energized to prevent the gas in the gas cylinder from being exhausted to the atmosphere through the port P11, the zone B1, the zone D, the zone C1, the zone C2 and the exhaust port P31.
Service braking (electronic control): when the pressure of the trailer brake chamber needs to be maintained, the ECU sends a working signal to the plug pin 30, so that the air inlet electromagnetic valve 20 is powered off, the air inlet electromagnetic valve channel 201 is closed, and the air inlet P11 is blocked to convey air to the area E. Because the air pressure in the area E is the same as that of the second output port P22, under the thrust of the return spring 11, the air inlet channel 91 is closed, the air is blocked from entering the second output port P22, and the pressure of the brake chamber of the trailer is in a holding state, which is a pressure maintaining stage. In this process, both the pressure preparation solenoid valve 22 and the exhaust solenoid valve 21 are in the energized state.
Service braking (electronic control): when the brake needs to be released, the air inlet electromagnetic valve 20 and the air outlet electromagnetic valve 21 are both powered off, and the standby pressure electromagnetic valve 22 is powered on. The air inlet solenoid valve channel 201 is closed to block the air pressure of the air inlet P11, so that the air pressure in the area E cannot be supplemented, and after the air outlet solenoid valve 21 is powered off, the air pressure in the area E is discharged into the atmosphere through the area D, the area C1, the area C2 and the air outlet P31. The return spring 11 pushes the valve flap 12, and the gas in the second output port P22 enters the lower cavity F of the control piston two 31 through the hole 131 and acts on the control piston two 31 together with the return spring 11 to push the control piston two 31 to move rightwards, so that the gas pressures in the upper cavity and the lower cavity of the control piston two 31 are rapidly balanced, the valve flap 12 contacts the valve seat one 13 again, the air inlet channel 91 is closed, and the air outlet channel 311 is opened. At this time, the trailer brake chamber air pressure is discharged along the exhaust passage 311, the exhaust base passage 81, through the muffler belt 7, the muffler base 6, and the exhaust port P31, and the electrically controlled service brake is released, which is a decompression phase.
The function of advancing is to solve the problem of dragging braking caused by the fact that the air pressure of an output pipeline of the trailer is lower than the air pressure of an output port of the tractor, and the function of advancing can be achieved when the driving braking is controlled by an ECU (electronic control), namely the air pressure of an output port of a trailer valve is 20-30 Kpa higher than the air pressure of the output port of the tractor. Specifically, the former air pressure parameter can be realized by reasonably controlling the air inlet electromagnetic valve 20, the air outlet electromagnetic valve 21 and the pressure-backup electromagnetic valve 22 through a pressure signal fed back by the output port pressure sensor 5 by the central ECU.
The air inlet electromagnetic valve 20, the air outlet electromagnetic valve 21 and the pressure backup electromagnetic valve 22 work cooperatively, and the pressure sensor 5 monitors the pressure of the second output port P22 to perform feedback control, so that the pressure reaches the set requirement, and the braking force and the braking acceleration of the vehicle reach the set requirement.
The electric control loop and the pneumatic control loop form a double-loop integrated control system of the trailer control valve, the electric control loop and the pneumatic control loop normally work under the normal condition due to the use of electric control and pneumatic control double-loop control, the electric control and the pneumatic control loop are preferentially completed by electric control because the action of an electric signal is faster than that of a pneumatic signal, and the pneumatic control loop completes the braking work when the electric control loop fails. The vehicle brake is ensured to be finished, and the safety of the vehicle brake is met.
In the electronically controlled control loop: the pressure sensor 5 and the gas of the second output port P22 are combined at the cavity D1, and the working pressure output to the trailer brake chamber by the second output port P22 is detected in real time. The pressure of the trailer brake chamber transmits a pressure signal to the central ECU through the pressure sensor 5, and the central ECU reasonably controls the air inlet electromagnetic valve 20, the air outlet electromagnetic valve 21 and the pressure-preparing electromagnetic valve 22, so that the pressure of the trailer brake chamber can be controlled in real time.
In the pneumatic control circuit, the foot brake valve control port P42 receives the air pressure of the foot brake valve, so that the air in the area A flows to the second output port P22 through the air inlet channel 91, and the brake pressure is transmitted to the brake air chamber of the trailer, thereby completing the service braking. Or parking brake, and the hand valve control port P43 has no air pressure during parking brake. The hand valve control port P43 receives a hand valve control signal, the air pressure in the trailer brake chamber is discharged through the second output port P22 and the exhaust port P3, and the parking brake is released.
In the invention, air enters a brake air chamber, namely pressurization is carried out; the gas is not increased or reduced after entering, namely pressure maintaining is carried out; when the air in the brake chamber is reduced or completely exhausted, the pressure is reduced.
Claims (4)
1. A control method of an integrated electric control valve for trailer control comprises a valve body assembly, a control port assembly and a throttling assembly, wherein an air inlet (P11), a first output port (P21), a second output port (P22), a foot valve brake control port (P42) and a hand valve control port (P43) are arranged on a valve body, a pressure sensor and an electromagnetic coil assembly are arranged in a trailer valve to increase, maintain pressure and reduce pressure of a trailer brake air chamber, and the air inlet (P11) is communicated with a tractor air cylinder; the first output port (P21) is connected with a trailer power supply pipeline; the second output port (P22) is connected with a trailer control pipeline; the foot brake valve control port (P42) is connected with the output port of the foot brake valve of the tractor; the hand valve control port (P43) is connected with the output port of the tractor hand valve; the trailer control valve integrates a double-loop control system of an electric control loop and a pneumatic control loop, the electric control loop and the pneumatic control loop are controlled in parallel, under the condition that the electric control loop and the pneumatic control loop work normally, the electric control loop is firstly completed because the electric signal acts faster than an air pressure signal, and when the electric control loop fails, the pneumatic control loop completes the braking work;
in the electric control loop, a central ECU sends an electric control signal and controls an air inlet electromagnetic valve, an air outlet electromagnetic valve and a standby pressure electromagnetic valve to carry out reasonable control to realize the service braking of the trailer, meanwhile, a pressure sensor monitors the air pressure of a second output port (P22) in real time and feeds the air pressure back to the central ECU, and the central ECU controls the air inlet electromagnetic valve, the air outlet electromagnetic valve and the standby pressure electromagnetic valve to work coordinately according to the feedback air pressure to realize the pressure control of the second output port (P22);
in the pneumatic control loop, a foot brake valve control port (P42) receives a foot brake valve control signal to enable the pneumatic pressure of a second output port (P22) to be transmitted to a trailer control pipeline, so that the service braking of the trailer is realized; the hand valve control port (P43) receives a hand valve control signal, so that the air outlet outputs air pressure to a trailer control pipeline to realize trailer parking braking;
the control step of air control throttling is that the foot brake valve control port (P42) receives a foot brake valve control signal, pressure is built in a driving brake cavity, the pressure at the second output port (P22) and the foot brake valve control port (P42) simultaneously acts on the piston to open the air inlet channel, close the air outlet channel and further close the throttling component to isolate the air inlet (P11) from the brake air supply port, so that the throttling effect is achieved;
the electronic control throttling control step is that the central ECU monitors the output air pressure abnormality of the second output port (P22) through a pressure sensor to perform electronic control throttling control, the air inlet electromagnetic valve is electrified to open the air inlet, the exhaust electromagnetic valve is electrified to close the exhaust port, and then the throttling component is closed, so that the air inlet (P11) is isolated from the first output port (P21) and the second output port (P22), and the throttling effect is achieved.
2. The control method of the integrated electric control valve for trailer control according to claim 1, further comprising a pressurization control step, wherein the pressurization control step is: the central ECU sends an electric control signal, the air inlet electromagnetic valve is electrified, the air inlet is opened, the exhaust electromagnetic valve is electrified, the exhaust port is closed, the standby pressure electromagnetic valve is electrified, the foot brake valve control port is closed, compressed air is sent to the service brake cavity through the air inlet electromagnetic valve and acts on the piston, the air inlet channel is opened, and the exhaust channel is closed; the second output port P22 delivers brake pressure to the trailer brake chamber to accomplish electrically controlled service braking, which is the boost phase.
3. The control method of the integrated electric control valve for trailer control according to claim 1, further comprising a pressure maintaining control step, wherein the pressure maintaining control step is: the central ECU sends out an electric control signal, the air inlet electromagnetic valve is powered off, the air inlet is closed, and the standby pressure electromagnetic valve and the exhaust electromagnetic valve are both in an electrified state. The service brake chamber has no pressure change, which is a pressure maintaining stage.
4. A control method for an integrated electronically controlled valve for trailer control as claimed in claim 1, wherein: the method also comprises a pressure reduction control step, wherein the pressure reduction control step comprises the following steps: the central ECU sends an electric control signal, the air inlet electromagnetic valve is powered off, the air inlet is closed, the pressure-preparing electromagnetic valve is powered on, the air outlet electromagnetic valve is powered off, the air outlet is opened, air in the service brake cavity is exhausted into the atmosphere from the air outlet electromagnetic valve and the pressure-preparing electromagnetic valve to the air outlet (P3), so that the pressure in the brake cavity is reduced, the piston moves upwards, the air inlet channel is closed, and the air outlet channel is opened. Service braking is released, which is the decompression phase.
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| CN113479180A (en) * | 2021-07-19 | 2021-10-08 | 武汉理工大学 | Automatic pressure regulating valve suitable for multi-level driving automation of commercial vehicle and control method |
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