CN218640833U - Anti-lock control module assembly, anti-lock brake system and vehicle - Google Patents
Anti-lock control module assembly, anti-lock brake system and vehicle Download PDFInfo
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- CN218640833U CN218640833U CN202223132893.4U CN202223132893U CN218640833U CN 218640833 U CN218640833 U CN 218640833U CN 202223132893 U CN202223132893 U CN 202223132893U CN 218640833 U CN218640833 U CN 218640833U
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Abstract
The utility model relates to an anti-lock control module assembly, anti-lock braking system and vehicle, include: the valve body comprises an air inlet, an air outlet and an air outlet; the air pressure regulator comprises a pressure maintaining electromagnetic valve and a pressure reducing electromagnetic valve which are arranged in the valve body; the controller is arranged on the valve body and is electrically connected with the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve; when the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve are powered off, the air inlet is connected with the air outlet and disconnected with the air outlet; when the pressure maintaining electromagnetic valve is electrified and the pressure reducing electromagnetic valve is powered off, the air inlet, the air outlet and the exhaust port are disconnected; when the pressure maintaining electromagnetic valve is electrified and the pressure reducing electromagnetic valve is electrified, the air inlet is disconnected with the air outlet and communicated with the exhaust port. According to the anti-lock control module assembly, the controller can be directly connected with the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve in the air pressure regulator, a wire harness does not need to be arranged between the controller and the air pressure regulator, the number and the length of the wire harness are greatly reduced, and the assembly efficiency is improved.
Description
Technical Field
The utility model relates to the technical field of vehicles, especially, relate to an anti-lock control module assembly, anti-lock braking system and vehicle.
Background
The anti-lock brake system for automobile has the advantages of preventing wheel locking, shortening braking distance, maintaining steering capacity of automobile during braking, avoiding tail slip of automobile during braking, reducing tyre wear, etc.
Pneumatic anti-lock brake systems for commercial vehicles typically consist of a controller, wheel speed sensors, air pressure regulators, brake chambers and associated air lines, wiring harnesses, etc. The controller controls the air pressure regulator to input or exhaust air to or from the brake chamber according to data from the wheel speed sensor to perform braking and anti-lock of the vehicle tire.
The traditional controller is usually arranged in a cab and is respectively connected with 4 wheel speed sensors and 4 air pressure regulators on four wheels of a vehicle through an electric wire harness, so that the length of the electric wire harness of the air pressure type anti-lock brake system is longer, the cost of the air pressure type anti-lock brake system is high, and the assembly difficulty is high.
SUMMERY OF THE UTILITY MODEL
In view of the above, it is desirable to provide an anti-lock control module assembly, an anti-lock brake system, and a vehicle that improve the above-described drawbacks, in view of the problem of the long harness length of the pneumatic anti-lock brake system.
An anti-lock control module assembly comprising:
the valve body comprises an air inlet, an air outlet and an air outlet;
the air pressure regulator comprises a pressure maintaining electromagnetic valve and a pressure reducing electromagnetic valve which are arranged in the valve body;
the controller is arranged on the valve body and is electrically connected with the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve so as to control the power-on and power-off of the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve;
when the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve are both powered off, the air inlet is connected with the air outlet and disconnected with the air outlet; when the pressure maintaining electromagnetic valve is electrified and the pressure reducing electromagnetic valve is powered off, the air inlet, the air outlet and the exhaust port are disconnected; when the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve are electrified, the air inlet is disconnected with the air outlet and is communicated with the exhaust port.
In one embodiment, an air inlet chamber, an air outlet chamber and an air exhaust chamber are formed in the valve body, the air inlet chamber is communicated with the air inlet, the air outlet chamber is communicated with the air outlet, the air exhaust chamber is communicated with the air exhaust port, and the air outlet chamber is provided with a first connecting hole communicated with the air inlet chamber and a second connecting hole communicated with the air exhaust chamber;
the pressure regulator also comprises a pressure maintaining diaphragm and a pressure reducing diaphragm which are arranged in the valve body, when the pressure maintaining electromagnetic valve is powered off, the pressure maintaining diaphragm is separated from the first connecting hole, and when the pressure maintaining electromagnetic valve is powered on, the pressure maintaining diaphragm covers the first connecting hole; when the pressure reducing solenoid valve is powered off, the pressure reducing diaphragm covers the second connecting hole, and when the pressure reducing solenoid valve is powered on, the pressure maintaining diaphragm is separated from the first connecting hole.
In one embodiment, the pressure maintaining membrane is arranged in the air inlet chamber and divides the air inlet chamber into a first sub-chamber and a second sub-chamber, and the first sub-chamber is communicated with the air inlet and the first connecting hole;
an air inlet communicated with the air inlet and an air outlet communicated with the second sub-cavity are further formed in the valve body, when the pressure maintaining electromagnetic valve is powered off, the air outlet and the air inlet are disconnected, the gas pressure in the second sub-cavity is smaller than that in the first sub-cavity, so that the pressure maintaining diaphragm is extruded to expand towards the second sub-cavity, and the first connecting hole is separated from the pressure maintaining diaphragm;
when the pressure maintaining electromagnetic valve is electrified, the air outlet is communicated with the air outlet, the gas pressure in the second sub-cavity is larger than that in the first sub-cavity, so that the pressure maintaining diaphragm is extruded to expand towards the first sub-cavity until the first connecting hole is sealed.
In one embodiment, the pressure reduction diaphragm is arranged in the gas outlet chamber and divides the gas outlet chamber into a third sub-chamber and a fourth sub-chamber, and the third sub-chamber is communicated with the second connecting hole and the first connecting hole;
an exhaust hole communicated with the exhaust port and a pressure reducing hole communicated with the fourth sub-cavity are formed in the valve body;
when the pressure reducing solenoid valve is powered off, the air inlet is communicated with the pressure reducing hole, the gas pressure in the third sub-cavity is smaller than that in the fourth sub-cavity, so that the pressure reducing diaphragm is extruded to expand towards the third sub-cavity until the second connecting hole is sealed;
when the pressure reducing electromagnetic valve is electrified, the air inlet hole is disconnected with the pressure reducing hole, the pressure reducing hole is communicated with the exhaust hole, the gas pressure in the third sub-cavity is larger than that in the fourth sub-cavity, and the second connecting hole is separated from the pressure reducing membrane.
In one embodiment, the valve body is provided with a plurality of air outlets, the air pressure regulators comprise a plurality of air outlets, the air pressure regulators correspond to all the air outlets one by one, and each air pressure regulator is used for controlling the connection or disconnection between the corresponding air outlet and the air inlet and the air outlet.
In one embodiment, the controller is further provided with a wiring harness socket.
In one embodiment, a power module, a CPU module, a CAN communication module, a wheel speed sensor module and a pneumatic control module which are electrically connected with each other are arranged in the controller.
An anti-lock brake system comprising an anti-lock control module assembly as claimed in any preceding claim.
In one embodiment, the anti-lock brake system includes a wheel speed sensor electrically connected to the controller.
A vehicle comprising an anti-lock brake system as claimed in any one of the preceding claims.
According to the anti-lock control module assembly, the controller is arranged on the valve body and can be directly connected with the pressure maintaining electromagnetic valve and the pressure reducing electromagnetic valve in the air pressure regulator, a wire harness does not need to be arranged between the controller and the air pressure regulator, the installation of the whole anti-lock control module assembly is completed after the valve body is installed, the number and the length of the wire harness are greatly reduced, and the assembly efficiency is improved.
Drawings
FIG. 1 is a schematic diagram of an anti-lock control module assembly according to the present invention;
FIG. 2 is a schematic diagram of an antilock control module assembly of the embodiment of FIG. 1;
FIG. 3 is a cross-sectional view of an anti-lock control module of the embodiment of FIG. 1;
FIG. 4 is a cross-sectional view of the antilock control module of the embodiment of FIG. 1 from another perspective;
FIG. 5 is an enlarged view at A in FIG. 4;
fig. 6 is an enlarged view of fig. 4 at B.
A valve body 10; an air inlet 11; an air outlet 12; an exhaust port 13; a pressure maintaining diaphragm 14; a pressure-reducing membrane 15; an air intake hole 16; an exhaust hole 17;
an air pressure regulator 20; a pressure maintaining electromagnetic valve 21; a pressure-reducing electromagnetic valve 22;
a controller 30; a harness socket 31;
an air intake chamber 41; first subchamber 411; a second subchamber 412; an air outlet 413; an air outlet chamber 42; a first connection hole 421; the second connection hole 422; a third subchamber 423; a fourth subchamber 424; a pressure relief vent 425; an exhaust chamber 43.
Detailed Description
In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be embodied in many other forms different from those described herein and similar modifications may be made by those skilled in the art without departing from the spirit and scope of the invention and, therefore, the invention is not to be limited to the specific embodiments disclosed below.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
Referring to fig. 1, an embodiment of the present invention provides an anti-lock control module assembly, including: a valve body 10, a gas pressure regulator 20 and a controller 30.
The valve body 10 is provided with an air inlet 11, an air outlet 12 and an air outlet 13, the air inlet 11 is used for being connected with an air source on a vehicle so as to input high-pressure air into the valve body 10, and the air outlet 413 is used for being connected with a brake air chamber on the vehicle so as to input the high-pressure air into the brake air chamber or input the air in the brake air chamber into the valve body 10. The air pressure regulator 20 includes a pressure maintaining solenoid valve 21 and a pressure reducing solenoid valve 22 disposed in the valve body 10, the pressure maintaining solenoid valve 21 and the pressure reducing solenoid valve 22 are electrically connected to a controller 30 disposed on the valve body 10, and the controller 30 is configured to control energization and de-energization of the pressure maintaining solenoid valve 21 and the pressure reducing solenoid valve 22.
When the pressure maintaining electromagnetic valve 21 and the pressure reducing electromagnetic valve 22 are both powered off, the air inlet 11 is connected with the air outlet 12 and disconnected with the air outlet 13, high-pressure air input into the valve body 10 enters the brake air chamber through the air outlet 12, so that the pressure of the air in the brake air chamber is increased, and the braking force of a vehicle is continuously increased. When the pressure maintaining electromagnetic valve 21 is electrified and the pressure reducing electromagnetic valve 22 is deenergized, the air inlet 11, the air outlet 12 and the air outlet 13 are disconnected, the brake air chamber and the valve body 10 are disconnected, the air pressure in the brake air chamber is not increased any more, and the braking force of the vehicle is kept unchanged. When the pressure maintaining electromagnetic valve 21 is electrified and the pressure reducing electromagnetic valve 22 is electrified, the air inlet 11 is disconnected from the air outlet 12 and communicated with the exhaust port 13, and air in the brake air chamber is released out through the exhaust port 13, so that the air pressure in the brake air chamber is reduced, and the locking of wheels is prevented.
The controller 30 is arranged on the valve body 10, the controller 30 can be directly connected with the pressure maintaining electromagnetic valve 21 and the pressure reducing electromagnetic valve 22 in the air pressure regulator 20, an electric wire bundle is not needed to be arranged between the controller 30 and the air pressure regulator 20, and after the valve body 10 is installed, the installation of the whole anti-lock control module assembly is completed, so that the number and the length of the electric wire bundle are greatly reduced, and the assembly efficiency is improved.
In the embodiment of the utility model, refer to fig. 3 and 4, set up air inlet chamber 41, go out air chamber 42 and exhaust chamber 43 in the valve body 10, air inlet chamber 41 is linked together with air inlet 11, goes out air chamber 42 and is linked together with gas outlet 12, and exhaust chamber 43 is linked together with gas vent 13, goes out to have on the air chamber 42 with the first connecting hole 421 that air inlet chamber 41 is linked together to and the second connecting hole 422 that is linked together with exhaust chamber 43.
Wherein, the gas pressure regulator 20 is still including setting up pressurize diaphragm 14 and the decompression diaphragm 15 in valve body 10, and when pressurize solenoid valve 21 outage, pressurize diaphragm 14 and first connecting hole 421 separation, intake chamber 41 and exhaust chamber 43 are through first connecting hole 421 intercommunication each other, and the gas of air inlet 11 can enter into gas vent 13. When the pressure-maintaining solenoid valve 21 is energized, the pressure-maintaining diaphragm 14 covers the first connection hole 421, the air inlet cavity and the exhaust cavity 43 are disconnected from each other, and the exhaust port 13 does not input air into the brake chamber.
When the pressure reducing solenoid valve 22 is de-energized, the pressure reducing diaphragm 15 covers the second connection hole 422, the air inlet chamber 41 and the air outlet chamber 43 are separated from each other, and the gas in the brake chamber cannot be discharged through the air outlet 13. When the pressure reducing solenoid valve 22 is energized, the holding pressure diaphragm 14 is separated from the first connection hole 421, the intake chamber 41 communicates with the exhaust chamber 43, and the gas in the brake chamber can be exhausted through the exhaust port 13.
In some embodiments, referring to fig. 3, 4 and 5, the pressure maintaining membrane 14 is disposed in the air inlet chamber 41 and divides the air inlet chamber 41 to form a first sub-chamber 411 and a second sub-chamber 412, wherein the first sub-chamber 411 is communicated with the air inlet 11 and the first connection hole 421. The valve body 10 is further provided with an air inlet hole 16 communicated with the air inlet 11 and an air outlet hole 413 communicated with the second sub-cavity 412.
When the pressure maintaining electromagnetic valve 21 is powered off, the air outlet hole 413 and the air inlet hole 16 are disconnected with each other, the gas pressure in the second sub-cavity 412 is smaller than that in the first sub-cavity 411, so as to extrude the pressure maintaining diaphragm 14 to expand towards the second sub-cavity 412, the first connecting hole 421 is separated from the pressure maintaining diaphragm 14, and the gas of the air inlet 11 enters the air outlet cavity 42 through the first sub-cavity 411, and then is input into the brake air chamber.
When the pressure maintaining electromagnetic valve 21 is energized, the air outlet hole 413 is communicated with the air inlet hole 16, and high-pressure gas in the air inlet hole 16 enters the second sub-cavity 412 through the air inlet hole 16 and the air outlet hole 413, so that the gas pressure in the second sub-cavity 412 is greater than the first sub-cavity 411, and the pressure maintaining diaphragm 14 is extruded to expand towards the first sub-cavity 411 until the first connecting hole 421 is sealed. Therefore, the exhaust cavity and the air inlet cavity are separated from each other, and air is not input into the braking air chamber any more.
In some embodiments, referring to fig. 3, 4 and 6, the pressure reduction film 15 is disposed in the gas outlet chamber 42 and divides the gas outlet chamber 42 into a third sub-chamber 423 and a fourth sub-chamber 424, the third sub-chamber 423 is communicated with the second connecting hole 422 and the gas outlet 13, the valve body 10 is provided with a gas outlet 17 communicated with the gas outlet 13, and a pressure reduction hole 425 communicated with the fourth sub-chamber 424.
When the pressure reducing solenoid valve 22 is powered off, the air inlet hole 16 is communicated with the pressure reducing hole 425, high-pressure air in the air inlet hole 16 enters the fourth sub-cavity 424 through the air inlet hole 16 and the pressure reducing hole 425, so that the pressure of the air in the third sub-cavity 423 is smaller than that of the air in the fourth sub-cavity 424, the pressure reducing membrane 15 is extruded to expand towards the third sub-cavity 423 until the second connecting hole 422 is closed, and the air in the brake air chamber cannot enter the exhaust port 13 through the air outlet 12.
When the pressure reducing electromagnetic valve 22 is electrified, the air inlet hole 16 is disconnected with the pressure reducing hole 425, the pressure reducing hole 425 is communicated with the exhaust hole 17, all the gas in the third sub-cavity 423 is exhausted through the exhaust hole 17, the pressure of the gas in the third sub-cavity 423 is higher than that of the gas in the fourth sub-cavity 424, the second connecting hole 422 is separated from the pressure reducing membrane 15, and the gas in the brake gas chamber can enter the exhaust port 13 through the air outlet 12.
The processes of pressurization, pressure holding and pressure reduction of the abs module assembly according to the embodiment of the present invention are described below with reference to fig. 3 and 4:
in the pressurization process, the pressure maintaining solenoid valve 21 and the pressure reducing solenoid valve 22 are controlled to be powered off, the gas in the gas inlet 11 is divided into two parts, one part enters the first sub-cavity 411 in the gas inlet chamber 41, and the other part enters the gas inlet 16. And because pressurize solenoid valve 21 cuts off the power supply, gas outlet 413 and inlet port 16 break off each other, do not have gas in the second subchamber 412, lead to pressurize diaphragm 14 and first connecting hole 421 alternate segregation, first subchamber 411 and play air chamber 42 communicate each other, and the gas in the air inlet 11 enters into gas outlet 12 to enter into the brake chamber and improve the atmospheric pressure of brake chamber.
Meanwhile, the exhaust electromagnetic valve is powered off, the air inlet hole 16 is communicated with the pressure reducing hole 425, the gas pressure in the third sub-cavity 423 is smaller than that in the fourth sub-cavity 424, so that the pressure reducing diaphragm 15 is extruded to expand towards the third sub-cavity 423 until the second connecting hole 422 is sealed, and the gas in the brake air chamber cannot enter the exhaust port 13 through the gas outlet 12, so that the gas in the gas inlet 11 completely enters the gas outlet 12 and cannot enter the exhaust port 13.
The pressurize process, control pressurize solenoid valve 21 circular telegram, decompression solenoid valve 22 outage, venthole 413 and venthole 413 intercommunication each other, and the gas pressure in the second sub-chamber 412 is greater than first sub-chamber 411 to the inflation of first sub-chamber 411 is towards to extrusion pressurize diaphragm 14, until sealing first connecting hole 421. Meanwhile, the pressure reducing solenoid valve 22 still controls the second connecting hole 422 to be closed, so that the air outlet chamber 42 is separated from the air inlet chamber 41 and the air outlet chamber 43, and the gas in the brake chamber cannot be continuously pressurized and discharged, so that the gas in the brake chamber is always kept at the pressure value.
In the pressure reducing process, the pressure maintaining solenoid valve 21 and the pressure reducing solenoid valve 22 are controlled to be electrified, the first connecting hole 421 is continuously closed when the pressure maintaining solenoid valve 21 is electrified, and the air outlet chamber 42 is isolated from the air inlet chamber 41. Meanwhile, the pressure reducing electromagnetic valve 22 is electrified, the air inlet hole 16 is disconnected with the pressure reducing hole 425, the pressure reducing hole 425 is communicated with the exhaust hole 17, all the gas in the third sub-cavity 423 is exhausted through the exhaust hole 17, so that the gas pressure in the third sub-cavity 423 is larger than that in the fourth sub-cavity 424, the second connecting hole 422 is separated from the pressure reducing membrane 15, the gas in the brake gas chamber can enter the exhaust port 13 through the air outlet 12, the gas in the brake gas chamber can be exhausted, and the pressure value of the gas in the brake gas chamber is reduced.
The embodiment of the utility model provides an in, valve body 10 sets up a plurality of gas outlets 12 to correspond a plurality of brake chambers on the vehicle respectively. Meanwhile, the air pressure regulators 20 include a plurality of air outlets 12, and correspond to all the air outlets 12 one by one, and each air pressure regulator 20 is used for controlling the connection or disconnection of the corresponding air outlet 12 with the air inlet 11 and the air outlet 13, so that each brake air chamber on the vehicle is controlled by one air pressure regulator 20 to realize pressurization, pressure maintaining and pressure reduction of the brake air chamber.
It should be noted that each of the air pressure regulators 20 includes a pressure maintaining electromagnetic valve 21 and a pressure reducing electromagnetic valve 22, and the working principle of each of the pressure maintaining electromagnetic valve 21 and the pressure reducing electromagnetic valve 22 in the valve body 10 is the same, but the corresponding air outlets 12 are different, so that the working process of the other air pressure regulators 20 only refers to the processes of pressure increasing, pressure maintaining and pressure reducing of the pressure maintaining electromagnetic valve 21 and the pressure reducing electromagnetic valve 22, and the description thereof is omitted.
The embodiment of the utility model provides an in, still be provided with the pencil bayonet socket 31 that is used for pegging graft pencil on controller 30 to make controller 30 CAN carry out CAN communication with other systems through pencil bayonet socket 31. In actual use, the controller 30 is connected to a wheel speed sensor on the vehicle through a harness socket 31 to receive data from the wheel speed sensor and control pressurization, pressure maintaining and pressure reducing of the brake chamber.
In some embodiments, a power module, a CPU module, a CAN communication module, a wheel speed sensor module, and a pneumatic pressure control module are electrically connected to each other within the controller 30. The power module is used for supplying power for the CPU module, CAN communication module, fast sensor module of wheel and atmospheric pressure control module, fast sensor module of wheel links to each other with fast sensor of pencil through CAN communication module and pencil plug socket 31, and send for the CPU module after receiving fast sensor's of wheel data, after the data analysis of fast sensor of CPU module to the wheel, judge whether anti-lock is required, and output corresponding signal gives the atmospheric pressure control module, the atmospheric pressure control module then controls pressurize solenoid valve 21 or decompression solenoid valve 22 and realizes the operation of pressure boost, pressurize and decompression.
The embodiment of the present invention provides an anti-lock brake system, which includes an anti-lock control module assembly as in any embodiment, and a wheel speed sensor, wherein the wheel speed sensor is used for monitoring the rotation speed of the wheel, and transmitting the rotation speed of the wheel to the controller 30, the controller 30 determines whether to perform anti-lock according to the rotation speed of the wheel, so as to perform pressurization, pressure maintaining or pressure reduction operation on the brake chamber.
In some embodiments, the anti-lock brake system further comprises a brake chamber connected to the air outlet 12 of the anti-lock control module assembly for pressurizing, maintaining pressure or depressurizing the brake chamber through the anti-lock control module assembly to perform braking or anti-lock operation of the wheel.
The embodiment of the utility model provides an in, still provide a vehicle, including anti-lock braking system as in above arbitrary embodiment, and in this vehicle, controller 30 directly sets up on valve body 10, controller 30 alright with pressurize solenoid valve 21 and decompression solenoid valve 22 interconnect in direct and air pressure regulator 20, need not to set up the wiring harness between controller 30 and air pressure regulator 20, just accomplished the installation of whole anti-lock control module assembly after valve body 10 is accomplished in the installation, the quantity and the length of wiring harness have significantly reduced, assembly efficiency has been improved.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above embodiments only represent several embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the concept of the present invention, several variations and modifications can be made, which all fall within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. An ABS module assembly, comprising:
the valve body (10) comprises an air inlet (11), an air outlet (12) and an air outlet (13);
a pressure regulator (20) including a pressure-maintaining solenoid valve (21) and a pressure-reducing solenoid valve (22) provided in the valve body (10);
the controller (30) is arranged on the valve body (10) and is electrically connected with the pressure maintaining electromagnetic valve (21) and the pressure reducing electromagnetic valve (22) so as to control the energization and the de-energization of the pressure maintaining electromagnetic valve (21) and the pressure reducing electromagnetic valve (22);
when the pressure maintaining electromagnetic valve (21) and the pressure reducing electromagnetic valve (22) are powered off, the air inlet (11) is connected with the air outlet (12) and disconnected with the air outlet (13); when the pressure maintaining electromagnetic valve (21) is electrified and the pressure reducing electromagnetic valve (22) is powered off, the air inlet (11), the air outlet (12) and the exhaust port (13) are disconnected; when the pressure maintaining electromagnetic valve (21) and the pressure reducing electromagnetic valve (22) are electrified, the air inlet (11) is disconnected from the air outlet (12) and is communicated with the exhaust port (13).
2. Anti-lock control module assembly according to claim 1, wherein said valve body (10) has an inlet chamber (41), an outlet chamber (42) and an outlet chamber (43) formed therein, said inlet chamber (41) communicating with said inlet port (11), said outlet chamber (42) communicating with said outlet port (12), said outlet chamber (43) communicating with said outlet port (13), said outlet chamber (42) having a first connection hole (421) communicating with said inlet chamber (41) and a second connection hole (422) communicating with said outlet chamber (43);
the air pressure regulator (20) further comprises a pressure maintaining diaphragm (14) and a pressure reducing diaphragm (15) which are arranged in the valve body (10), when the pressure maintaining electromagnetic valve (21) is powered off, the pressure maintaining diaphragm (14) is separated from the first connecting hole (421), and when the pressure maintaining electromagnetic valve (21) is powered on, the pressure maintaining diaphragm (14) covers the first connecting hole (421); when the pressure reducing solenoid valve (22) is powered off, the pressure reducing diaphragm (15) covers the second connecting hole (422), and when the pressure reducing solenoid valve (22) is powered on, the pressure maintaining diaphragm (14) is separated from the first connecting hole (421).
3. Anti-lock control module assembly according to claim 2, wherein said pressure maintaining membrane (14) is arranged inside said air intake chamber (41) and divides said air intake chamber (41) into a first sub-chamber (411) and a second sub-chamber (412), said first sub-chamber (411) being in communication with said air inlet (11) and said first connection hole (421);
an air inlet hole (16) communicated with the air inlet (11) and an air outlet hole (413) communicated with the second sub-cavity (412) are further formed in the valve body (10), when the pressure maintaining electromagnetic valve (21) is powered off, the air outlet hole (413) and the air inlet hole (16) are mutually disconnected, the gas pressure in the second sub-cavity (412) is smaller than that of the first sub-cavity (411) so as to extrude the pressure maintaining membrane (14) to expand towards the second sub-cavity (412), and the first connecting hole (421) is separated from the pressure maintaining membrane (14);
when pressurize solenoid valve (21) circular telegram, venthole (413) with venthole (413) intercommunication each other, the gaseous pressure in the second sub chamber (412) is greater than first sub chamber (411) to the extrusion pressurize diaphragm (14) orientation first sub chamber (411) inflation is until sealing first connecting hole (421).
4. Anti-lock control module assembly according to claim 3, wherein said pressure reduction membrane (15) is arranged inside said air outlet chamber (42) and divides said air outlet chamber (42) into a third sub-chamber (423) and a fourth sub-chamber (424), said third sub-chamber (423) being in communication with said second connection hole (422) and said first connection hole (421);
an exhaust hole (17) communicated with the exhaust port (13) and a pressure reducing hole (425) communicated with the fourth sub-cavity (424) are formed in the valve body (10);
when the pressure reducing solenoid valve (22) is powered off, the air inlet hole (16) is communicated with the pressure reducing hole (425), the gas pressure in the third sub-cavity (423) is smaller than that in the fourth sub-cavity (424) so as to press the pressure reducing membrane (15) to expand towards the third sub-cavity (423) until the second connecting hole (422) is closed;
when the pressure reducing electromagnetic valve (22) is electrified, the air inlet hole (16) is disconnected with the pressure reducing hole (425), the pressure reducing hole (425) is communicated with the exhaust hole (17), the gas pressure in the third sub-cavity (423) is larger than that in the fourth sub-cavity (424), and the second connecting hole (422) is separated from the pressure reducing membrane (15).
5. Anti-lock control module assembly according to claim 1, wherein said valve body (10) is provided with a plurality of said air outlets (12), said air pressure regulators (20) comprise a plurality of air outlets (12) and are in one-to-one correspondence with all said air outlets (12), each air pressure regulator (20) being adapted to control the communication or disconnection of the corresponding air outlet (12) with said air inlet (11) and said air outlet (13).
6. Anti-lock control module assembly according to claim 1, wherein said controller (30) further has a harness socket (31) thereon.
7. Anti-lock control module assembly according to claim 1, wherein said controller (30) is provided with a power module, a CPU module, a CAN communication module, a wheel speed sensor module, a pneumatic control module electrically connected to each other.
8. An anti-lock brake system comprising an anti-lock control module assembly according to any one of claims 1 to 7.
9. Anti-lock brake system according to claim 8, characterized in that it comprises a wheel speed sensor electrically connected with said controller (30).
10. A vehicle characterized by comprising the antilock brake system as set forth in any one of claims 8 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223132893.4U CN218640833U (en) | 2022-11-24 | 2022-11-24 | Anti-lock control module assembly, anti-lock brake system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223132893.4U CN218640833U (en) | 2022-11-24 | 2022-11-24 | Anti-lock control module assembly, anti-lock brake system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218640833U true CN218640833U (en) | 2023-03-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223132893.4U Active CN218640833U (en) | 2022-11-24 | 2022-11-24 | Anti-lock control module assembly, anti-lock brake system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218640833U (en) |
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2022
- 2022-11-24 CN CN202223132893.4U patent/CN218640833U/en active Active
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