CN223384444U - Valve device for vehicle electronic brake system and vehicle electronic brake system - Google Patents

Abstract

The present application relates to a valve device and vehicle electronic brake system for a vehicle electronic brake system, comprising: a housing; an actuating assembly having a push rod; a first piston; a first spacer, wherein a pilot chamber in the housing is fluidically connected to the brake pedal side of a brake circuit of the vehicle electronic brake system; a second spacer, wherein a control chamber is fluidically connected to the brake side of the brake circuit, and a high-pressure chamber is fluidically connected to the high-pressure gas source side of the brake circuit; and a relay valve, comprising a second piston. In an unactivated valve position, the push rod is retracted, and the second piston abuts the second spacer to isolate the high-pressure chamber from the control chamber. In an activated valve position, the actuating assembly extends and pushes the first piston through the second spacer to push the second piston to fluidically connect the high-pressure chamber to the control chamber. High-pressure gas from the high-pressure gas source side enters the brake side via the high-pressure chamber and the control chamber to generate brake pressure. The valve device and system of the present application have a reduced risk of solenoid valve failure.

Description

Valve device for vehicle electronic brake system and vehicle electronic brake system

Technical Field

The present application relates to a valve device for a vehicle electronic brake system and a vehicle electronic brake system.

Background

An electronic vehicle brake system (Electronic Brake System, abbreviated EBS) generally includes an electronic control device and three brake circuits, each of which is applied to a valve device to modulate compressed air from a high pressure air source to have a desired brake pressure, to facilitate a comfortable, electronically controlled braking process. Current valve devices are complex in structure and have too many solenoid valves each having a unique function provided in a pipe associated with the valve device, and thus, a problem in which one of the solenoid valves is likely to malfunction is easily encountered, and the current valve devices also have a relatively slow response speed in a braking process.

Disclosure of utility model

It is an object of the present application to provide an improved valve device for a vehicle electric brake system and a vehicle electric brake system which solve some of the problems of the prior art.

According to a first aspect of the present application there is provided a valve apparatus for an electric brake system of a vehicle, comprising a housing, an actuation assembly extending from a first axial end of the housing into the housing, the actuation assembly having a pushrod, a first piston slidably mounted on the actuation assembly, a first spacer disposed about an outer periphery of the first piston, a pilot chamber in the housing between the first spacer and the first axial end and being in fluid communication with a brake pedal side of a brake circuit of the electric brake system of the vehicle, a second spacer disposed in the housing, a control chamber between the first spacer and the second spacer and being in fluid communication with a brake side of the brake circuit, and a high pressure chamber between the second spacer and a second axial end of the housing and being in fluid communication with a high pressure source side of the brake circuit, a relay valve extending from the second axial end of the housing into the housing, the relay valve including a second piston that in an unactuated valve position of the valve apparatus, the pushrod being retracted against the second spacer to isolate the high pressure chamber from the control chamber, and a working chamber in the valve apparatus being pushed through the first spacer and the high pressure chamber towards the high pressure chamber through the first piston to the high pressure chamber.

Optionally, the relay valve further comprises a central passage fluidly connecting the control chamber to the environment, the first piston being disengaged from the second piston in an unactuated position of the valve apparatus such that the control chamber is fluidly connected to the central passage, the first piston being in abutment with the second piston in an operating position of the valve apparatus such that the control chamber is isolated from the high pressure chamber.

Optionally, the valve device comprises a first spring arranged at least partially around the first piston, the first spring being configured to push against the first piston such that in an unactuated valve position of the valve device the first piston is disengaged from the second piston.

Optionally, the valve device further comprises a solenoid valve configured to open a port of the housing in a de-energized state and to close said port in an energized state, said port fluidly connecting the pilot chamber in parallel to the brake side of the brake circuit and the external environment, the solenoid valve de-energized in an unactuated valve position of the valve device.

Optionally, the valve device is configured to energize the solenoid valve in an operating valve position of the valve device in a state in which the actuation assembly is operating normally and to keep the solenoid valve de-energized in the operating valve position of the valve device in a state in which the actuation assembly is malfunctioning.

Optionally, the valve device further comprises a pressure sensor configured to detect a pressure in the control chamber to modulate the brake pressure based on the detected pressure.

Optionally, the actuating assembly further comprises a first sleeve extending into the housing from a first axial end of the housing, the first piston slidably fitting over the first sleeve, and a motor disposed in the first sleeve, the motor driving the push rod to retract or extend.

Optionally, the relay valve further includes a second sleeve extending into the housing from the second axial end of the housing, and a second spring received in the second sleeve, wherein the second piston is slidably received over the second sleeve to be urged against by the second spring.

Optionally, the first piston comprises a barrel layer extending axially to slidingly engage the outer circumference of the first sleeve, the barrel layer having an axial length equal to or less than the axial length of the outer circumference of the first sleeve, the first piston comprises an abutment collar configured to be able to abut against the second piston, and a stop is provided between the first spacer and the first axial end of the housing to limit the sliding range of the first spacer and thus the first piston.

According to a second aspect of the present application there is provided an electronic vehicle brake system comprising an electronic control device, a single channel electronic pneumatic modulator, a dual channel electronic pneumatic modulator and a trailer control valve device, wherein at least one of the single channel electronic pneumatic modulator, the dual channel electronic pneumatic modulator and the trailer control valve device comprises the valve device described above, wherein the electronic control device is configured to control the valve device.

The valve device provided by the application can directly push the first piston by depending on an actuating assembly comprising a motor and a push rod, so as to complete the whole operation of the valve device in the braking process, reduce the risk of encountering the problem of failure of one of the electromagnetic valves in the excessive electromagnetic valves, simplify the structure of the valve device and improve the response speed of the valve device in the braking process. Furthermore, the reliability of the valve device during braking is further improved by using solenoid valves. The vehicle electric brake system provided by the application will have the same advantages as described above by applying such a valve arrangement.

Other features of the present application and its advantages will become apparent from the following detailed description of exemplary embodiments of the application, which proceeds with reference to the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description, serve to explain the principles of the application.

FIG. 1 is a schematic block diagram of a vehicle electric brake system according to one embodiment of the application.

FIG. 2 is a schematic cross-sectional view of a valve apparatus for the vehicle electric brake system of FIG. 1, according to one embodiment of the application.

Fig. 3 is another schematic cross-sectional view of the valve device of fig. 2.

Detailed Description

Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present application unless it is specifically stated otherwise.

The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the application, its application, or uses.

Techniques, methods, devices, and systems known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate.

It should be noted that like reference numerals and letters refer to like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

Fig. 1 shows an exemplary vehicle electronic brake system 100 of the present application, which is particularly suitable for trucks including tractors and trailers, and may include an electronic control device 10 and three brake circuits, namely a first brake circuit, a second brake circuit and a third brake circuit, the electronic control device 10 acting as a central control center for the vehicle electronic brake system 100, may communicate with and/or control at least some of the electronics associated with the three brake circuits in a wired or wireless manner (as shown in phantom in fig. 1) based on the particular application, and both the electronic control device 10 and the electronics may be powered by a vehicle battery, not shown.

The first brake circuit starts with a first air tank 12, the first air tank 12 is connected in parallel via a pipeline to a first air inlet 14a1 of a brake pedal 14 and a first air inlet 16a1 of a single-channel electro-pneumatic modulator 16 (single-channel electronic pneumatic modulator, single-CHANNEL EPM for short), then via a pipeline to a second air inlet 16a2 of the single-channel electro-pneumatic modulator 16 from a first air outlet 14b1 of the brake pedal 14, then via a pipeline to an air inlet 18a of an exemplary ABS valve 18 of an Anti-lock brake system (Anti-lock Brake System, ABS for short) from an exemplary air outlet 16b of the single-channel electro-pneumatic modulator 16, and then via a pipeline to an exemplary front wheel brake 20 for braking the front wheel during driving. It will be appreciated that the number of the example air outlets 16b, the example ABS valves 18, and the example front wheel brakes 20 of the single channel electro-pneumatic modulator 16 will be determined based on the number of front wheels.

The second brake circuit starts with the second air tank 22, and the second air tank 22 is connected in parallel via a pipeline to the second air inlet 14a2 of the brake pedal 14 and the first air inlet 24a1 of the dual-channel electro-pneumatic modulator 24 (dual-CHANNEL EPM), then via a pipeline to the second air inlet 24a2 of the dual-channel electro-pneumatic modulator 24 and the first air inlet of the trailer control valve arrangement 26 from the second air outlet 14b2 of the brake pedal 14, and then via a pipeline to the exemplary rear wheel brake 28 from the exemplary air outlet 24b of the dual-channel electro-pneumatic modulator 24 for braking the rear wheel during driving. It will be appreciated that the number of the example air outlets 24b and the example rear wheel brakes 28 of the dual channel electro-pneumatic modulator 24 will be determined based on the number of rear wheels.

The third brake circuit starts with the third air tank 30, which third air tank 30 is connected via a pipeline in parallel to the air inlet 32a of the parking brake operating device 32 (e.g. a hand brake) and the second air inlet 26a2 of the trailer control valve device 26, and via a pipeline from the first air outlet 32b1 of the parking brake operating device 32 to the third air inlet 26a3 of the trailer control valve device 26, and at the same time via a pipeline from the second air outlet 32b2 of the parking brake operating device 32 to the first air inlet 34a of the separate control valve 34, the exemplary air outlet 34b of the separate control valve 34 being connected to the parking brake 36 of the rear wheel for braking the rear wheel when parking, whereas in case the vehicle electronic brake system 100 is used for a truck, the exemplary air outlet 26b of the trailer control valve device 26 will be connected to the pneumatic system of the trailer and finally to the trailer wheel brake 38 for braking the exemplary wheel during driving in a manner that is reserved for the second brake circuit. It will be appreciated that the number of the example air outlets 26b and the example trailer wheel brakes 38 of the trailer control valve arrangement 26 will be determined based on the number of trailer wheels.

The compressed air in the first to third air tanks 12, 22, 30 may come from at least one air compressor, not shown.

In the vehicle electronic brake system 100, when the brake pedal 14 is depressed, an electronic brake sensor associated with the brake pedal 14 will detect the degree to which the brake pedal 14 is depressed and generate a brake request signal related to the degree to which the brake pedal 14 is depressed, the electronic control device 10 will determine a desired brake pressure based on the brake request signal from the electronic brake sensor, and control, among other things, the associated electronics (e.g., motor, solenoid valve) in any one of the single-channel electronic pneumatic modulator 16, the dual-channel electronic pneumatic modulator 24, and the trailer control valve device 26 based on the desired brake pressure such that the pressure of the compressed air from any one of the first to third air tanks 12, 22, 30 is modulated in controlling any one of the single-channel electronic pneumatic modulator 16, the dual-channel electronic pneumatic modulator 24, and the trailer control valve device 26, respectively. At the same time, each of the control single channel electro-pneumatic modulator 16, the dual channel electro-pneumatic modulator 24, and the trailer control valve arrangement 26 is provided with a pressure sensor 84 to detect in real time whether the compressed air therein is modulated to have a desired brake pressure.

Thus, for the vehicle electronic brake system 100, the compressed air is modulated to have a desired brake pressure primarily via electronic control, while in the event of a failure of the associated electronics, the pressure of the compressed air can be modulated purely pneumatically in any of the single-channel electro-pneumatic modulator 16, the dual-channel electro-pneumatic modulator 24 and the trailer control valve arrangement 26 via redundant lines designed in the first to third brake circuits.

While any of the single channel electro-pneumatic modulator 16, the dual channel electro-pneumatic modulator 24, and the trailer control valve assembly 26 mentioned herein may include the exemplary valve assembly 200 of the present application, in particular the exemplary valve assembly 200 of the present application may be included as part of the trailer control valve assembly 26.

Taking the example of fig. 2, the example valve apparatus 200 includes a housing 40, which housing 40 may include separate housing end cap 41 and base 43, with the housing end cap 41 and base 43 sealingly engaged together, an actuation assembly extending axially into the housing 40 from a first axial end of the housing 40, i.e., the housing end cap 41, and a first piston 44 slidably sleeved over the actuation assembly.

For example, the actuation assembly includes a first sleeve 46 extending axially into the housing 40 from a first axial end of the housing 40, i.e., the housing end cap 41, the first sleeve 46 being integrally formed with the housing end cap 41 in some embodiments, including the present embodiment, and may be provided separately in other embodiments, so long as the first sleeve 46 is fixed relative to the housing 40. The first piston 44 is slidably fitted over the first sleeve 46, for example, the first piston 44 includes a cylinder layer 44a extending axially to slidably fit with a radially outer peripheral surface of the first sleeve 46 and an abutment connector 44b provided at a first axial end of the cylinder layer 44a, an axial length of the cylinder layer 44a being equal to or smaller than an axial length of the radially outer peripheral surface of the first sleeve 46, a motor 52 provided in the first sleeve 46, and a push rod 53 driven by the motor 52, the push rod 53 being capable of converting a rotational movement of the motor 52 into a linear movement to retract or extend to abut against the abutment connector 44b of the first piston 44, thereby pushing the first piston 44 relative to the first sleeve 46.

On the radially outer circumferential surface of the first piston 44, for example, near the second axial end of the cylinder layer 44a, a first spacer 56 is provided, the first spacer 56 being formed integrally with the first piston 44 in some embodiments including the present embodiment, and may be provided separately in other embodiments as long as the pilot chamber 60 and the control chamber 66 can be isolated to form a chamber that is substantially closed with respect to each other. Both axial end surfaces of the first spacer 56 may be bent, angled or curved at least partially toward the second axial end of the housing 40 to form an umbrella surface that substantially covers the radial cross-section of the inner wall of the housing 40. An elastic seal ring 58 may be provided on a radially outer peripheral surface of the first spacer 56, the elastic seal ring 58 being compressively deformed by contact with an inner wall of the housing 40 and being slidable with respect to the inner wall. In addition, a stop 59 may be provided between the first spacer 56 and the first axial end of the housing 40 to limit the sliding range of the first spacer 56 and thus the first piston 44.

The pilot chamber 60 in the housing 40 is defined by the first spacer 56 and the inner wall of the housing 40 at a first axial end thereof, and the pilot chamber 60 is configured to be fluidly connectable to the brake pedal side of any of the first through third brake circuits via the first port 40a of the housing 40, i.e., the first port 40a of the housing 40 may serve as the second air inlet 16a2 of the single-channel electro-pneumatic modulator 16, the second air inlet 24a2 of the dual-channel electro-pneumatic modulator 24, or the third air inlet 26a3 of the trailer control valve arrangement 26. The first port 40a may also be in parallel fluid communication with the external environment. Optionally, the valve device 200 further comprises a solenoid valve 82, the solenoid valve 82 being configured to open the first port 40a in a de-energized state and to close the first port 40a in an energized state. That is, the solenoid valve 82 is a normally closed solenoid valve.

The valve device 200 further includes a second spacer 62 disposed in the housing 40, the second spacer 62 being located in the middle of the housing 40, being annular and having an inner ring portion 62a forming an opening, the inner ring portion 62a being deflected toward the second axial end of the housing 40 to form a contact end surface of smaller area. In addition, a fixing-sealing integrated ring 64 may be provided between the radially outer peripheral surface of the second spacer 62 and the inner wall of the housing 40. It will be appreciated that the second spacer 62 is formed separately in some embodiments, including the present embodiment, but that the second spacer 62 may be formed integrally with the housing 40, i.e., without the need for the integral fixing-sealing ring 64.

A control chamber 66 in the housing 40 is defined by the first and second spacers 56, 62 and an inner wall of the housing 40 between the first and second spacers 56, 62, the control chamber 66 being substantially isolated from the pilot chamber 60. The control chamber 66 is in fluid communication with the front wheel brake side of the first brake circuit, the rear wheel brake side of the second brake circuit, or the trailer wheel brake side of the third brake circuit via the second port 40b of the housing 40, i.e., the second port 40b of the housing 40 may serve as the example air outlet 16b of the single channel electro-pneumatic modulator 16, the example air outlet 24b of the dual channel electro-pneumatic modulator 24, or the example air outlet 26b of the trailer control valve arrangement 26.

The high pressure chamber 68 in the housing 40 is defined by the second spacer 62 and the inner wall of the housing 40 at its second axial end, and the high pressure chamber 68 is fluidly connected to a high pressure gas source via the third port 40c of the housing 40, i.e., any of the first to third gas tanks 12, 22, 30, i.e., the third port 40c of the housing 40 may function as the first gas inlet 16a1 of the single channel electro-pneumatic modulator 16, the first gas inlet 24a1 of the dual channel electro-pneumatic modulator 24, or the second gas inlet 26a2 of the trailer control valve arrangement 26.

A first spring 57 is disposed at least partially around the first piston 44 between the first and second spacers 56, 62. The first spring 57 is configured, but is not limited to, a coil spring having one end abutting against the first piston 44 and the other end abutting against the spring-loaded portion 62b of the second spacer 62 to urge against the first piston 44. The first spring 57 is compressed and the first piston 44 tends to move toward the first axial end of the housing 40 due to the urging force from the first spring 57 until the first spacer 56 abuts against the stopper 59. Here, the spring-loaded portion 62b is adjacent the inner ring portion 62a and has a plurality of axial through holes so as not to impede compressed air from the high pressure air supply from the high pressure chamber 68 into the control chamber 66.

The valve apparatus 200 also includes a relay valve 70 extending axially into the housing 40 from the second axial end of the housing 40, within the high pressure chamber 68, opposite the actuation assembly.

For example, the relay valve 70 includes a second sleeve 72 extending axially into the housing 40 from the second axial end of the housing 40, the second sleeve 72 including a radially outer cylindrical layer 72a and a radially inner cylindrical layer 72b defining an annular groove, a second spring 74 received in the annular groove, and a second piston 76 including a radially outer cylindrical layer 76a, a radially inner cylindrical layer 76b, and an abutment connection 76c connecting the radially outer cylindrical layer 76a and the radially inner cylindrical layer 76b, the second piston 76 being slidably sleeved over the second sleeve 72 to be urged against by the second spring 74, i.e., the second spring 74 being compressed, the second piston 76 tending to move toward the second spacer 62 due to thrust from the second spring 74 until the abutment connection 76c of the second piston 76 abuts against the contact end face of the second spacer 62. For example, a stop-seal integral ring 78 may be provided between the radially outer barrel layer 76a of the second piston 76 and the radially outer barrel layer 72a of the second sleeve 72 to enclose the second spring 74 in the annular groove and limit the sliding range of the second piston 76.

The radially inner barrel layer 72b of the second sleeve 72 and the radially inner barrel layer 72b of the second piston 76 further together define a central passage 80, and the second axial end of the housing 40 further includes a fourth port 40d, the fourth port 40d fluidly connecting the central passage 80 of the second sleeve 72 to the external environment. When the abutment connection 44b of the first piston 44 abuts the abutment connection 76c of the second piston 76, the control chamber 66 is isolated from the central passage 80 of the second sleeve 72 and thus from the external environment. Specifically, the abutment connector 44b of the first piston 44 may include an abutment collar 44b1 extending axially away from the barrel layer 44a, the abutment collar 44b1 will abut against the abutment connector 76c of the second piston 76 to facilitate isolation. The abutment collar 44b1 is integrally formed with the abutment connector 44b in some embodiments, including this embodiment, and may be provided separately in other embodiments, as long as the abutment collar 44b1 can abut against the abutment connector 76c of the second piston 76 to assist in isolation.

In the vehicle electric brake system 100, the electronic control device 10 will determine a desired brake pressure based on the brake request signal from the electric brake sensor, and control the actuation assembly and the optional solenoid valve 82 based on the desired brake pressure such that the compressed air from the first to third air tanks 12, 22, 30 is modulated to the desired brake pressure in the valve device 200.

Here, the valve device 200 includes an operating valve position as shown in fig. 3 to correspond to an operating state of the valve device 200, and the valve device 200 further includes an inactive valve position as shown in fig. 2 to correspond to a stopped state of the valve device 200. In the operating valve position of the valve device 200, the electronic control device 10 controls the motor 52 to energize to drive the push rod 53 to extend and push the first piston 44, first, the abutment connection 44b of the first piston 44 will abut the abutment connection 76c of the second piston 76 to isolate the control chamber 66 from the central passage 80 of the second sleeve 72, and then the first piston 44 passes through the second spacer 62 to push the second piston 76 toward the second axial end of the housing 40. Thus, the abutment connection 76c of the second piston 76 will disengage from the contact end face of the second spacer 62 to form a gap 77 that fluidly connects the control chamber 66 to the high pressure chamber 68, at which time high pressure gas from the high pressure gas source enters the front wheel brake side of the first brake circuit, the rear wheel brake side of the second brake circuit or the trailer wheel brake side of the third brake circuit via the high pressure chamber 68 and the control chamber 66 for generating brake pressure. Alternatively, because the actuation assembly is operating normally, in the operating valve position, the solenoid valve 82 will be energized to close the first port 40a.

As explained above, a pressure sensor 84 will be provided in the control chamber 66 of the valve device 200, for example on the first spacer 56, to detect in real time the detected pressure of the compressed air in the control chamber 66 during modulation of the desired brake pressure by the valve device 200, and to transmit a pressure signal related to the detected pressure to the electronic control device 10, which electronic control device 10 in turn controls the number of rotations or angle of the motor 52 in combination with the difference between the desired brake pressure and the detected pressure to control the extent of retraction or extension of the push rod 53 and thereby adjust the size of the gap 77.

In addition, as described above, in the service valve position, when the actuation assembly fails, the solenoid valve 82 will remain de-energized to keep the first port 40a open, whereby the first piston 44 and the first spacer 56 may still be pneumatically pushed purely via the pressure of the compressed air received from the first port 40a from the brake pedal side of any of the first through third brake circuits for generating brake pressure.

When the brake pedal 14 is released, the electronic control device 10 will cease receiving the brake request signal and the control valve device 200 will enter/re-enter the non-activated valve position from the first working valve position, in which the electronic control device 10 controls the number of rotations or the angle of the motor 52 to control the push rod 53 to fully retract, the second piston 76 will move towards the second spacer 62 due to the thrust of the second spring 74 and push back the first piston 44 until the abutment connection 76c of the second piston 76 is restored against the contact end face of the second spacer 62 to isolate the high pressure chamber 68 from the control chamber 66. On the one hand, the pressure of the entrapped compressed air remaining in the control chamber 66, and coming from the front wheel brake side of the first brake circuit, the rear wheel brake side of the second brake circuit, or the trailer wheel brake side of the third brake circuit, is still significantly greater than the pilot chamber 60, and due to the pressure difference between the control chamber 66 and the pilot chamber 60, and also due to the thrust of the first spring 57, the first piston 44 and the first spacer 56 will continue to retract after the abutment connection 76c of the second piston 76 has been restored against the contact end face of the second spacer 62, whereby the abutment connection 44b of the first piston 44 will be disengaged from the abutment connection 76c of the second piston 76, so that the control chamber 66 is in fluid communication with the central channel 80 of the second sleeve 72 and thus the external environment, whereby the entrapped compressed air in the control chamber 66 is rapidly discharged to the external environment. On the other hand, because the actuation assembly is operating normally, in the unactuated valve position, the solenoid valve 82 will be de-energized to close the first port 40a and the entrapped compressed air (if any) in the pilot chamber 60 may be vented to the ambient environment via the first port 40 a.

While certain specific embodiments of the application have been described in detail by way of example, it will be appreciated by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the application. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the application. The scope of the application is defined by the appended claims.

Claims (10)

1. A valve device (200) for a vehicle electric brake system (100), characterized by comprising:

a housing (40);

An actuation assembly extending into the housing (40) from a first axial end of the housing (40), the actuation assembly having a push rod (53);

a first piston (44) slidably mounted on the actuation assembly;

A first spacer (56) disposed on an outer periphery of the first piston (44), a pilot chamber (60) in the housing (40) being between the first spacer (56) and the first shaft end and being in fluid communication with a brake pedal side of a brake circuit of the vehicle electric brake system (100);

A second spacer (62) disposed in the housing (40), the control chamber (66) being between the first spacer (56) and the second spacer (62) and being in fluid communication with the brake side of the brake circuit, and the high pressure chamber (68) being between the second spacer (62) and the second axial end of the housing (40) and being in fluid communication with the high pressure air supply side of the brake circuit;

A relay valve (70) extending from the second axial end of the housing (40) into the housing (40), the relay valve (70) including a second piston (76),

In the unactuated valve position of the valve device (200), the pushrod (53) is retracted, the second piston (76) abuts the second spacer (62) to isolate the high pressure chamber (68) from the control chamber (66), and

In the operating valve position of the valve arrangement (200), the actuating assembly extends and urges the first piston (44) through the second spacer (62) and the second piston (76) toward the second axial end of the housing (40) to fluidly connect the high pressure chamber (68) to the control chamber (66), and high pressure gas from the high pressure gas source side enters the brake side via the high pressure chamber (68) and the control chamber (66) for generating brake pressure.

2. The valve apparatus (200) of claim 1, wherein the relay valve (70) further comprises a central passage (80) fluidly connecting the control chamber (66) to the environment, the first piston (44) being disengaged from the second piston (76) in an unactuated position of the valve apparatus (200) such that the control chamber (66) is fluidly connected to the central passage (80), the first piston (44) being in abutment with the second piston (76) in an operating position of the valve apparatus (200) such that the control chamber (66) is isolated from the high pressure chamber (68).

3. The valve device (200) of claim 2, wherein the valve device (200) comprises a first spring (57) disposed at least partially around the first piston (44), the first spring (57) being configured to urge against the first piston (44) such that in an unactuated valve position of the valve device (200), the first piston (44) is disengaged from the second piston (76).

4. A valve arrangement (200) according to any one of claims 1 to 3, characterized in that the valve arrangement (200) further comprises a solenoid valve (82), the solenoid valve (82) being configured to open a port of the housing (40) in a de-energized state and to close said port in an energized state, said port connecting the pilot chamber (60) in parallel flow communication to the brake side of the brake circuit and the external environment, the solenoid valve (82) being de-energized in an un-actuated valve position of the valve arrangement (200).

5. The valve apparatus (200) of claim 4, wherein the valve apparatus (200) is configured to energize the solenoid valve (82) in the operating valve position of the valve apparatus (200) in a state in which the actuation assembly is operating normally and to de-energize the solenoid valve (82) in the operating valve position of the valve apparatus (200) in a state in which the actuation assembly is malfunctioning.

6. A valve arrangement (200) according to any one of claims 1 to 3, characterized in that the valve arrangement (200) further comprises a pressure sensor (84), the pressure sensor (84) being configured to detect a pressure in the control chamber (66) for modulating the brake pressure based on the detected pressure.

7. A valve device (200) according to any one of claims 1 to 3, wherein the actuation assembly further comprises:

A first sleeve (46) extending from a first axial end of the housing (40) into the housing (40), the first piston (44) slidably fitting over the first sleeve (46);

A motor (52) disposed in the first sleeve (46), the push rod (53) being driven by the motor (52) to retract or extend.

8. A valve arrangement (200) according to any one of claims 1 to 3, wherein the relay valve (70) further comprises:

A second sleeve (72) extending from the second axial end of the housing (40) into the housing (40), and

A second spring (74) received in the second sleeve (72);

The second piston (76) is slidably sleeved on the second sleeve (72) so as to be pushed by the second spring (74).

9. A valve device (200) according to any one of claims 1 to 3, further comprising at least one of:

The first piston (44) includes a cylindrical layer (44 a) extending axially to slidably fit with the outer periphery of the first sleeve (46), the axial length of the cylindrical layer (44 a) being equal to or less than the axial length of the outer periphery of the first sleeve (46);

the first piston (44) includes an abutment collar (44 b 1), the abutment collar (44 b 1) being configured to be able to abut against the second piston (76), and

A stop (59) is disposed between the first spacer (56) and the first axial end of the housing (40) to limit the sliding range of the first spacer (56) and thus the first piston (44).

10. An electric brake system (100) for a vehicle, comprising an electronic control device (10), a single-channel electronic pneumatic modulator (16), a dual-channel electronic pneumatic modulator (24) and a trailer control valve device (26), wherein at least one of the single-channel electronic pneumatic modulator (16), the dual-channel electronic pneumatic modulator (24) and the trailer control valve device (26) comprises a valve device (200) according to any one of claims 1-9, wherein the electronic control device (10) is configured to control the valve device (200).