Braking control device, dehumidifying device, and method for manufacturing braking control device

Abstract

The present invention provides a brake control device, a dehumidifying device, and a method for manufacturing a brake control device. A brake control device (1) according to one embodiment of the present invention comprises: a pipe seat (10) having an input port for inputting compressed air from an air supply tank; and an adjustment valve (30-35) for adjusting the flow rate or pressure of the compressed air input from the input port to output working air for operating the brake cylinder. The plurality of plate-like components (11-17, 20) of the pipe seat (10) are metal-bonded and stacked. A flow path connecting the input port and the adjustment valve (30-35) is formed by the plurality of plate-like components (11-17, 20).

Description

Technical Field

[0001] The present invention relates to a brake control device, a dehumidifying device, and a method for manufacturing the brake control device. Background Art

[0002] Conventionally, a brake control device is known as a control device for a braking device used to brake a railway vehicle (air brake). The brake control device includes a pipe socket having an input port for inputting compressed air from an air source, and a regulating valve for adjusting the flow rate or pressure of the compressed air input from the input port to output working air for operating the brake device.

[0003] For example, Patent Document 1 discloses a structure comprising the following components: a pipe seat secured to a frame; a valve block secured to the pipe seat; a plate secured to the upper surface of the valve block; a variable load valve secured to the valve block; and a controller for performing various braking-related controls. The pipe seat in Patent Document 1 has a first surface with external ports connected to the air supply and the brake side; and a second surface to which the valve block is connected. Within the pipe seat, the flow path connecting the ports on the first and second surfaces is formed into a predetermined path based on the configuration of the valve block.

[0004] On the other hand, as a tube socket, there is known a tube socket in which an air passage is formed by drilling a block material (drilling a hole with a drill), a so-called cut tube socket.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: Japanese Patent Application Laid-Open No. 2013-112307 Summary of the Invention

[0008] Problems to be solved by the invention

[0009] However, when the tube seat is cut, the shape of the air passage formed in the tube seat may leave unnecessary excess material inside the tube seat. Therefore, there is room for improvement in terms of increasing the density and complexity of the air passage.

[0010] Therefore, a technology capable of increasing the density and complexity of flow channels is required.

[0011] The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a brake control device, a dehumidifying device, and a method for manufacturing the brake control device, which are capable of increasing the density and complexity of the flow path.

[0012] Solutions for solving problems

[0013] As a solution to the above-mentioned problem, the present invention has the following configuration.

[0014] (1) A brake control device according to a form of the present invention comprises: a pipe seat having an input port for inputting fluid from a fluid source; and an adjustment valve for adjusting the flow rate or pressure of the fluid input from the input port to output fluid for operating the brake device, wherein a plurality of plate-like components of the pipe seat are metal-bonded and stacked with each other, and a flow path connected to the input port and the adjustment valve is formed by the plurality of plate-like components.

[0015] According to this structure, the flow paths connecting the input port and the regulating valve are formed by a plurality of plate-like members, so that the flow paths can be freely arranged three-dimensionally. Therefore, compared with the case where the flow paths are formed in a single-layer pipe seat, the flow paths can be made denser and more complex.

[0016] (2) According to the braking control device described in (1) above, it can also be that the multiple plate-like members include a plate-like member having a first thickness and a plate-like member having a second thickness thicker than the first thickness, and the flow path is formed by alternatingly overlapping the plate-like member having the first thickness and the plate-like member having the second thickness.

[0017] (3) The brake control device according to (2) above, wherein the plate-shaped member having the second thickness may include a reservoir recessed in the thickness direction relative to a joint surface with the plate-shaped member having the first thickness.

[0018] (4) A braking control device according to any one of (1) to (3) above, wherein the plurality of plate-like members may include: a plate-like member having a first flow path extending in an in-plane direction; a plate-like member having a second flow path extending in an in-plane direction; and a plate-like member having only a hole, which is arranged between the plate-like member having the first flow path and the plate-like member having the second flow path, and the hole connects one end of the first flow path and one end of the second flow path.

[0019] (5) A braking control device according to any one of (1) to (4) above, wherein the plurality of plate-like components may include: a plate-like component having a first hole; a plate-like component having a second hole; and a plate-like component having a third flow path, which is arranged between the plate-like component having the first hole and the plate-like component having the second hole, and the third flow path connects the first hole and the second hole.

[0020] (6) A braking control device according to any one of (1) to (5) above, wherein the regulating valve may be a pilot pressure regulating valve that outputs a pilot pressure by adjusting the pressure of the fluid input from the input port based on the pressure of a fluid spring that bears the load of the vehicle, and the flow path connecting the input port and the pilot pressure regulating valve is formed by the multiple plate-like components.

[0021] (7) According to the brake control device described in (6) above, the pipe seat may also be provided with a fluid spring port for inputting the pressure of a fluid spring that bears the load of the vehicle, and the brake control device may also be provided with a fluid spring pressure sensor for detecting the pressure of the fluid input from the fluid spring port, and the flow path connecting the fluid spring port and the fluid spring pressure sensor and the flow path connecting the input port and the pilot pressure regulating valve are formed by the multiple plate-like components.

[0022] (8) In the brake control device according to (7) above, the pilot pressure regulating valve and the fluid spring pressure sensor may be fixed to the same side surface of the pipe seat.

[0023] (9) According to the brake control device described in (7) or (8) above, it can also be that the brake control device also has a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve, the flow path connecting the pilot pressure regulating valve and the pilot pressure sensor is formed by the multiple plate-like components, and the pilot pressure sensor and the fluid spring pressure sensor are fixed to the same side of the pipe seat.

[0024] (10) According to any one of the above-mentioned (6) to (9), the outermost plate-shaped member among the plurality of plate-shaped members may include a valve fastening portion to which the pilot pressure regulating valve is mounted.

[0025] (11) The brake control device according to any one of (6) to (10) above may further include a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve, wherein the outermost plate-shaped member among the plurality of plate-shaped members may include a sensor fastening portion for mounting the pilot pressure sensor.

[0026] (12) According to any one of the above (6) to (11), the brake control device may also include a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve, and the pilot pressure regulating valve and the pilot pressure sensor are fixed to the same side of the pipe seat.

[0027] (13) A brake control device according to any one of (6) to (12) above, wherein the brake control device may also include a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve, and the plurality of plate-like components include: a plate-like component having a sensor fastening portion for mounting the pilot pressure sensor; and a plate-like component having a fourth flow path connecting the pilot pressure regulating valve and the pilot pressure sensor, the plate-like component having the sensor fastening portion being formed of a metal having a corrosion resistance superior to that of a metal forming the plate-like component having the fourth flow path.

[0028] (14) A brake control device according to any one of (1) to (5) above, wherein the brake control device may also include a pilot pressure port for inputting a pilot pressure, the regulating valve is a relay valve for adjusting the flow rate or pressure of a fluid input from the input port according to the pressure of the pilot pressure input from the pilot pressure port, and the flow path connecting the input port and the relay valve and the flow path connecting the pilot pressure port and the relay valve are formed by the plurality of plate-like components.

[0029] (15) According to the brake control device described in (14) above, the relay valve may also include: a first relay valve that outputs fluid to a first brake device for braking a first wheel in a bogie; and a second relay valve that outputs fluid to a second brake device in order to brake a second wheel in the bogie that is different from the first wheel, and the input port includes: a first input port for inputting fluid from the fluid source to the first relay valve; and a second input port for inputting fluid from the fluid source to the second brake device. A source inputs fluid to the second relay valve, and the pilot pressure port includes: a first pilot pressure port, which is used to input a pilot pressure to the first relay valve; and a second pilot pressure port, which is used to input a pilot pressure to the second relay valve. The flow path connecting the first input port and the first relay valve, the flow path connecting the first pilot pressure port and the first relay valve, the flow path connecting the second input port and the second relay valve, and the flow path connecting the second pilot pressure port and the second relay valve are formed by the multiple plate-shaped components.

[0030] (16) According to the braking control device described in (15) above, the first relay valve and the second relay valve may be arranged in a manner that is spaced apart from each other in the front-rear direction of the one bogie, and the flow path connecting the first input port and the first relay valve may be constructed in a manner that bypasses the second relay valve.

[0031] (17) The dehumidification device of the present invention is a dehumidification device for dehumidifying a fluid used to generate a braking force, wherein the dehumidification device includes a housing having: a dehumidification section inlet for the fluid to flow in from the upstream side in the flow direction of the fluid, a dehumidification section outlet for the dehumidified fluid to flow out, and a flow path connecting the dehumidification section inlet and the dehumidification section outlet, a plurality of plate-like components of the housing are metal-bonded and stacked with each other, and the flow path is formed by the plurality of plate-like components.

[0032] According to this configuration, since the flow paths are formed of a plurality of plate-like members, the flow paths can be freely arranged three-dimensionally. Therefore, compared with a case where the flow paths are formed in a single-layer shell, the flow paths can be made denser and more complex.

[0033] (18) The manufacturing method of the brake control device of the present invention includes the following steps: a pipe seat manufacturing step, in which a pipe seat having an input port for inputting fluid from a fluid source is manufactured; and a fixing step, in which an adjustment valve and a pressure sensor are fixed to the pipe seat, the adjustment valve adjusting the flow rate or pressure of the fluid input from the input port and outputting fluid for operating the brake device, in which a plurality of plate-like members are stacked and metal-bonded to each other in the pipe seat manufacturing step, and a flow path connecting the input port and the adjustment valve is formed by using the plurality of plate-like members, and in the fixing step, the adjustment valve and the pressure sensor are fastened to the surface of the pipe seat by bolts.

[0034] According to this method, the flow paths connecting the input port and the regulating valve are formed by a plurality of plate-like members, so that the flow paths can be freely arranged three-dimensionally. Therefore, compared with the case where the flow paths are formed in a single-layer pipe seat, the flow paths can be made denser and more complex.

[0035] Effects of the Invention

[0036] According to the present invention, it is possible to provide a brake control device, a dehumidifier, and a method for manufacturing a brake control device that can increase the density and complexity of a flow path. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a perspective view of the brake control device according to the first embodiment.

[0038] Figure 2 This is a block diagram of the brake control device according to the first embodiment.

[0039] Figure 3 This is a perspective view of the stem according to the first embodiment.

[0040] Figure 4 It is a top view of the stem according to the first embodiment.

[0041] Figure 5 It is a side view of the stem according to the first embodiment.

[0042] Figure 6 It is a plan view of a first plate material constituting the stem of the first embodiment.

[0043] Figure 7 This is a plan view of a second plate material constituting the stem of the first embodiment.

[0044] Figure 8 This is a plan view of a third plate material constituting the stem of the first embodiment.

[0045] Figure 9 It is a plan view of a fourth plate material constituting the stem of the first embodiment.

[0046] Figure 10 This is a plan view of a fifth plate material constituting the stem of the first embodiment.

[0047] Figure 11 This is a plan view of a sixth plate material constituting the stem of the first embodiment.

[0048] Figure 12 This is a plan view of a seventh plate material constituting the stem of the first embodiment.

[0049] Figure 13 This is a plan view of a sub-plate constituting the stem of the first embodiment.

[0050] Figure 14 It is a plan view of a first brazing plate constituting the stem of the first embodiment.

[0051] Figure 15 It is a plan view of the second brazing plate constituting the stem of the first embodiment.

[0052] Figure 16 It is a plan view of the third brazing plate constituting the stem of the first embodiment.

[0053] Figure 17 It is a plan view of the fourth brazing plate constituting the stem of the first embodiment.

[0054] Figure 18 It is a plan view of the brake control device according to the second embodiment.

[0055] Figure 19 is included Figure 18 The XIX-XIX section is included in the figure.

[0056] Figure 20 It is a top view of the dehumidification device according to the third embodiment.

[0057] Figure 21 It is from Figure 20 Side view as viewed from direction XXI.

[0058] Figure 22 It is a cross-sectional view of a reservoir provided in a stem according to a modified example of the embodiment.

[0059] Figure 23 It is a cross-sectional view of a flow path according to another modified example of the embodiment.

[0060] Description of Reference Numerals

[0061] 1. Brake control device; 2. Air supply tank (air source, fluid source); 3. Brake cylinder (brake device); 5. Input port; 6. Air spring port (fluid spring port); 10. Pipe seat; 10a. Valve installation opening (valve fastening portion); 10b. Sensor installation opening (sensor fastening portion); 11. First plate (plate-shaped member, the outermost plate-shaped member among multiple plate-shaped members); 12. Second plate (plate-shaped member); 13. Third plate (plate-shaped member); 14. Fourth plate (plate-shaped member); 15. Fifth plate (plate-shaped member); 16. Sixth plate (plate-shaped member); 17. Seventh plate (plate-shaped member, the outermost plate-shaped member among multiple plate-shaped members); 20. Sub-plate (plate-shaped member); Component; the outermost plate-like member among the plurality of plate-like members); 21. 1st brazing plate (plate-like member); 22. 2nd brazing plate (plate-like member); 23. 3rd brazing plate (plate-like member); 24. 4th brazing plate (plate-like member); 30A-30C, air supply valve (adjustment valve); 31A-31C, exhaust valve (adjustment valve); 32, solenoid valve (adjustment valve); 33, non-common valve (adjustment valve); 34, variable load valve (adjustment valve); 35, compound check valve (adjustment valve); 41A-41D, air spring pressure sensor (fluid spring pressure sensor); 42A, 42B, pilot pressure sensor; 43, air spring pressure sensor (fluid spring pressure sensor); 50, pressure regulating valve (pilot pressure regulating valve); 5 0d, full vehicle guarantee spring (air spring); 51d, empty vehicle guarantee spring (air spring); 51, output valve (pilot pressure regulating valve); 201, brake control device; 202A, 1st air supply tank (air source, fluid source); 202B, 2nd air supply tank (air source, fluid source); 203A, 1st brake cylinder (1st brake device); 203B, 2nd brake cylinder (2nd brake device); 205A, 1st input port (input port); 205B, 2nd input port (input port); 206A, 1st pilot pressure port (pilot pressure port); 206B, 2nd pilot pressure port (pilot pressure port); 210, pipe seat; 210a, plate-shaped member; 211A, connecting the 1st input port and the 1st Flow path of the relay valve (flow path connecting the input port and the relay valve); 211B, flow path connecting the second input port and the second relay valve (flow path connecting the input port and the relay valve); 212A, flow path connecting the first pilot pressure port and the first relay valve (flow path connecting the pilot pressure port and the relay valve); 212B, flow path connecting the second pilot pressure port and the second relay valve (flow path connecting the pilot pressure port and the relay valve); 220A, first relay valve (relay valve); 220B, second relay valve (relay valve); 301, dehumidification device; 305, dehumidification unit inlet; 306, dehumidification unit outlet; 310, housing; 310a, plate-shaped member; 311, flow path; 410, pipe seat; 411, plate-shaped member having a first thickness;412, plate-shaped member having a second thickness; 420, flow path; 430, reservoir; 510, tube seat; 511, plate-shaped member having a first thickness; 512, plate-shaped member having a second thickness; 520, flow path; A to W, flow path. DETAILED DESCRIPTION

[0062] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following embodiments, an example of a control device for a braking device for braking a railway vehicle (vehicle) (air brake), i.e., a braking control device, will be cited as an example for description of the braking control device. In the following description, expressions such as "parallel", "orthogonal", "center", "coaxial", etc., which indicate relative or absolute configurations, not only mean strictly such configurations, but also include states of relative displacement with tolerances, angles, and distances to the extent that the same function can be obtained. In the drawings used in the following description, the scales of the components have been appropriately changed in order to make the components recognizable.

[0063] <First embodiment>

[0064] <Brake control system>

[0065] Figure 1 It is a perspective view of the brake control device 1 according to the first embodiment. Figure 2 This is a block diagram of the brake control device 1 according to the first embodiment.

[0066] like Figure 1 As shown, the brake control device 1 includes a pipe header 10, regulating valves 30 to 35, and pressure sensors 41 to 43. In the respective figures, different components of the regulating valves 30 to 35 and the pressure sensors 41 to 43 are described with reference numerals (e.g., A) at the end. However, when no particular distinction is required, the reference numerals at the end are omitted.

[0067] In the following description, the X, Y, and Z orthogonal coordinate systems are used as needed. The X direction corresponds to the front-to-back direction of the vehicle. The Y direction corresponds to the width direction of the vehicle. The Z direction represents the height direction of the vehicle (the direction of gravity), which is perpendicular to the X and Y directions. In the following description, the X, Y, and Z directions are represented by arrows in the figures as the positive (+) side, and the opposite side as the negative (-) side. The +Z side corresponds to the upper side in the direction of gravity, and the -Z side corresponds to the lower side in the direction of gravity.

[0068] The stem 10 is formed in a rectangular parallelepiped shape having long sides in the X direction and short sides in the Y direction. Figure 2As shown, the pipe seat 10 has: an input port 5, which inputs compressed air from the air supply tank 2 (an example of an air source, a fluid source) which is a supply source of compressed air (an example of a fluid); an air spring port 6 (an example of a fluid spring port), which inputs pressure from an air spring (an example of a fluid spring) that bears the load of the vehicle; and an output port 7, which outputs a predetermined pressure.

[0069] The regulating valves 30-35 adjust the flow rate or pressure of compressed air (an example of fluid input from the input port) input from the input port 5 to output working air (an example of fluid used to operate the brake device) for operating the brake cylinder 3 (an example of a brake device). A plurality of regulating valves 30-35 are provided. These valves include various valves such as the air supply valve 30, the exhaust valve 31, the solenoid valve 32, the emergency valve 33, the variable load valve 34, and the double check valve 35.

[0070] like Figure 1 As shown, the air supply valve 30, the exhaust valve 31, the solenoid valve 32, and the emergency valve 33 are provided in the region on the +X side of the top surface of the tube socket 10. The air supply valve 30, the exhaust valve 31, the solenoid valve 32, and the emergency valve 33 are provided in a region AR1 on the top surface of the first plate 11 constituting the tube socket 10 that does not overlap with the sub-plate 20. The air supply valve 30, the exhaust valve 31, the solenoid valve 32, and the emergency valve 33 are fixed to the top surface of the tube socket 10 (an example of the same side surface of the tube socket 10).

[0071] The air supply valves 30A and 30B and the exhaust valves 31A and 31B are provided in the +Y side portion of area AR1. The air supply valves 30A and 30B and the exhaust valves 31A and 31B are arranged in the order of exhaust valve 31A, exhaust valve 31B, air supply valve 30A, and air supply valve 30B from the +X end of the tube base 10 toward the -X side.

[0072] The air supply valve 30C, the exhaust valve 31C, the solenoid valve 32, and the emergency valve 33 are located on the -Y side of area AR1. The air supply valve 30C, the exhaust valve 31C, the solenoid valve 32, and the emergency valve 33 are arranged in order from the +X end of the tube base 10 toward the -X side. The air supply valve 30C, the exhaust valve 31C, the solenoid valve 32, and the emergency valve 33 are positioned so as to overlap with the exhaust valve 31A, the exhaust valve 31B, the air supply valve 30A, and the air supply valve 30B, respectively, as viewed in the Y direction.

[0073] The variable load valve 34 and the double check valve 35 are provided on the lower surface of the pipe socket 10. The variable load valve 34 and the double check valve 35 are provided on the lower surface of the seventh plate 17 constituting the pipe socket 10. The variable load valve 34 and the double check valve 35 are fixed to the lower surface of the pipe socket 10 (an example of the same side surface of the pipe socket 10).

[0074] The variable load valve 34 is provided from the area on the +X side of the lower surface of the pipe seat 10 to the middle area in the X direction (including the area on the −X side).

[0075] The double check valve 35 is provided in a region on the −X end side of the lower surface of the pipe seat 10. The double check valve 35 is provided on the −X side of the variable load valve 34.

[0076] In addition, the installation form (fixed position) of each regulating valve 30 to 35 is not limited to the above-mentioned form, and can be changed according to the required specifications.

[0077] A plurality of pressure sensors 41 to 43 are provided. These pressure sensors 41 to 43 include various pressure sensors, such as an air spring pressure sensor 41 (an example of a fluid spring pressure sensor) that detects the pressure of air input from an air spring port (an example of fluid input from a fluid spring port), and a pilot pressure sensor 42 that detects the pilot pressure output from a pilot pressure regulating valve.

[0078] Pressure sensors 41-43 are located in area AR2 on the -X side of the top surface of the pipe seat 10. Pressure sensors 41-43 are located on the top surface of the sub-plate 20 that constitutes the pipe seat 10. Multiple pressure sensors 41-43 are fixed to the top surface of the pipe seat 10 (an example of the same side surface of the pipe seat 10). Specifically, the regulating valves 30, 31 (an example of a pilot pressure regulating valve) and the air spring pressure sensors 41, 43 (an example of a fluid spring pressure sensor) are fixed to the top surface of the pipe seat 10 (an example of the same side surface of the pipe seat 10). The pilot pressure sensor 42 and the air spring pressure sensors 41, 43 are fixed to the top surface of the pipe seat 10 (an example of the same side surface of the pipe seat 10). The regulating valves 30, 31 (an example of a pilot pressure regulating valve) and the pilot pressure sensor 42 are fixed to the top surface of the pipe seat 10 (an example of the same side surface of the pipe seat 10).

[0079] The pilot pressure sensor 42A and the air spring pressure sensors 41A and 41B are located on the +Y side of area AR2. The pilot pressure sensor 42A and the air spring pressure sensors 41A and 41B are arranged in sequence from the +X end of the subplate 20 toward the -X side. The pilot pressure sensor 42A is positioned so as to overlap the air supply valve 30B when viewed in the X direction.

[0080] The air spring pressure sensors 41A and 41B are integrated with each other into a sensor unit 40A. The sensor unit 40A is arranged at a position overlapping with the pilot pressure sensor 42A when viewed from the X direction.

[0081] The pilot pressure sensor 42B, the air spring pressure sensor 43, and the air spring pressure sensors 41C and 41D are located on the -Y side of the area AR2. The pilot pressure sensor 42B, the air spring pressure sensor 43, and the air spring pressure sensors 41C and 41D are arranged in this order from the +X end of the sub-plate 20 toward the -X side.

[0082] The air spring pressure sensors 41C and 41D are integrated with each other into a sensor unit 40B. The sensor unit 40B is arranged at a position overlapping with the sensor unit 40A when viewed from the Y direction.

[0083] The pilot pressure sensor 42B and the air spring pressure sensor 43 are integrated into a sensor unit 40C. The sensor unit 40C is arranged so as to overlap the pilot pressure sensor 42A when viewed in the Y direction. The sensor unit 40C is arranged so as to overlap the sensor unit 40B when viewed in the X direction.

[0084] In addition, the installation form (fixed position) of each pressure sensor 41 to 43 is not limited to the above-mentioned form, and can be changed according to the required specifications.

[0085] The brake control device 1 controls the air supply valve 30 and the exhaust valve 31 based on the pressure of the air spring obtained by the air spring pressure sensor 41 to generate a pilot pressure and outputs a brake pressure corresponding to the generated pilot pressure. Figure 2 As shown, the brake control device 1 includes a normal pilot pressure generating unit 45 that generates a pilot pressure in normal times, and an emergency pilot pressure generating unit 46 that generates a pilot pressure in an emergency such as a power supply anomaly or a failure.

[0086] For example, during normal operation, compressed air input from input port 5 passes through normal pilot pressure generator 45, double check valve 35, solenoid valve 32, and output port 7, where its flow rate or pressure is adjusted by a relay valve (not shown) before being directed to brake cylinder 3. During normal operation, emergency valve 33 is always powered and therefore remains closed. Consequently, during normal operation, normal pilot pressure is always output.

[0087] On the other hand, during an emergency, the emergency valve 33 is open because no power is supplied. During an emergency, compressed air input from the input port 5 passes through the emergency pilot pressure generator 46, the emergency valve 33, the double check valve 35, the solenoid valve 32, and the output port 7, where the flow rate or pressure is adjusted by a relay valve (not shown) before being directed to the brake cylinder 3.

[0088] exist Figure 2In the example, the normal pilot pressure generating unit 45 includes two air supply valves 30A, 30B and two exhaust valves 31A, 31B. This allows the capacity of each air supply valve 30A, 30B and each exhaust valve 31A, 31B to be reduced, thereby miniaturizing the brake control device 1.

[0089] Furthermore, the normal pilot pressure generating unit 45 is not limited to having two supply valves 30A, 30B and two exhaust valves 31A, 31B. For example, the normal pilot pressure generating unit 45 may include one supply valve 30 and one exhaust valve 31, or may include three or more of each. For example, the number of supply valves 30 and exhaust valves 31 constituting the normal pilot pressure generating unit 45 may be the same or different. For example, the configuration of the normal pilot pressure generating unit 45 may be modified according to the required specifications.

[0090] The emergency pilot pressure generating unit 46 includes a variable load valve 34, an air supply valve 30C, an exhaust valve 31C, and a pilot pressure sensor 42B. The variable load valve 34 includes a pressure regulating valve 50 (an example of a pilot pressure regulating valve), which outputs a pressure equivalent to the variable load pressure of a full vehicle, and an output valve 51 (an example of a pilot pressure regulating valve), which receives the pressure adjusted by the air supply valve 30C and the exhaust valve 31C. The variable load pressure equivalent to a full vehicle is the pressure that should be applied to the brake cylinder 3 when the emergency brake is applied, when the vehicle is fully occupied. The output valve 51 adjusts the pressure of the compressed air input from the input port based on the pressure of the air spring that bears the vehicle load, and outputs the pilot pressure.

[0091] The pressure regulating valve 50 includes an input chamber 50a having an input port, an output chamber 50b having an output port, and a pressure regulating chamber 50c having a pressure regulating port. Initial pressure is input into the input chamber 50a via the input port. A full load guarantee spring 50d (an example of an air spring) is provided in the pressure regulating chamber 50c to limit the pressure to a variable load pressure equivalent to a full load.

[0092] The pressure regulating valve 50 includes a piston 50e movably supported relative to the main body of the pressure regulating valve 50. The piston 50e adjusts the opening of the partition wall between the input chamber 50a and the output chamber 50b based on the pressure difference between the pressing force generated by the full-chamber guarantee spring 50d and the air pressure within the output chamber 50b. When the pressure difference between the pressing force generated by the full-chamber guarantee spring 50d and the air pressure within the output chamber 50b disappears, the piston 50e closes the opening of the partition wall between the input chamber 50a and the output chamber 50b.

[0093] When the opening of the partition wall between input chamber 50a and output chamber 50b is opened, compressed air in input chamber 50a flows into output chamber 50b. This adjusts the pressure in output chamber 50b to a pressure equivalent to the variable load pressure of a full vehicle. This pressure, adjusted to the variable load pressure equivalent to a full vehicle, is output through the output port.

[0094] The output valve 51 uses the pressure adjusted by the exhaust valve 31C as a pilot pressure, adjusting the initial pressure to a variable load pressure corresponding to the current vehicle load of passengers. The output valve 51 includes: an input chamber 51a, which has an input port for inputting the initial pressure; an output chamber 51b, which has an output port; and a pressure regulating chamber 51c, which has a pressure regulating port. The pressure adjusted by the exhaust valve 31C is input as a pilot pressure to the pressure regulating port. The pressure regulating chamber 51c is provided with an empty vehicle guarantee spring 51d (an example of an air spring) for generating an empty vehicle equivalent variable load pressure. The empty vehicle equivalent variable load pressure refers to the pressure that should be applied to the brake cylinder 3 when the emergency brake is applied when the vehicle is empty.

[0095] Because the output valve 51 is equipped with an empty-carriage securing spring 51d, even if the pilot pressure disappears due to a malfunction or other reasons, the empty-carriage securing spring 51d maintains a pressure at least equivalent to the variable load pressure of the empty-carriage equivalent. In other words, even when air is not supplied from the pressure regulating valve 50, the elastic force (restoring force) of the empty-carriage securing spring 51d maintains the opening between the input chamber 51a and the output chamber 51b open, thereby maintaining the pressure in the output chamber 51b at a pressure equivalent to that generated by the elastic force of the empty-carriage securing spring 51d.

[0096] The output valve 51 includes a piston 51e movably supported relative to the main body of the output valve 51. The piston 51e adjusts the opening of the partition wall between the input chamber 51a and the output chamber 51b based on the pressure differential between the combined pressure generated by the spring force of the empty vehicle securing spring 51d and the air pressure within the pressure regulating chamber 50c, and the air pressure within the output chamber 51b. When the pressure differential between the combined pressure generated by the spring force of the empty vehicle securing spring 51d and the air pressure within the pressure regulating chamber 50c, and the air pressure within the output chamber 51b, disappears, the piston 51e closes the opening of the partition wall between the input chamber 51a and the output chamber 51b.

[0097] When the opening of the partition wall formed between the input chamber 51a and the output chamber 51b is opened, the compressed air in the input chamber 51a flows into the output chamber 51b. Then, the pressure in the output chamber 51b is adjusted to the variable load pressure.

[0098] exist Figure 2In the example, the emergency pilot pressure generator 46 includes one each of the pressure regulating valve 50, the output valve 51, the air supply valve 30C, the exhaust valve 31C, and the pilot pressure sensor 42B, but this is not limiting. For example, the emergency pilot pressure generator 46 may include two or more each of the pressure regulating valve 50, the output valve 51, the air supply valve 30C, the exhaust valve 31C, and the pilot pressure sensor 42. For example, the number of components comprising the emergency pilot pressure generator 46 may be the same or different. For example, the configuration of the emergency pilot pressure generator 46 can be modified according to the required specifications.

[0099] The system comprising the normal pilot pressure generator 45 and the emergency pilot pressure generator 46 described above is merely an example and can be modified according to required specifications. For example, the regulating valves 30C and 31C may be configured without the emergency pilot pressure generator 46, and the average pressure of the air spring pressure sensors 41A to 41D may be directly input to the variable load valve 34 to generate the emergency pilot pressure without electronic control. For example, the air spring pressure sensors 41A to 41D may be fixed to a relay valve (not shown) rather than to the pipe seat 10.

[0100] <Tube socket>

[0101] Figure 3 It is a perspective view of the stem 10 according to the first embodiment. Figure 4 It is a plan view of the stem 10 according to the first embodiment. Figure 5 It is a side view of the stem 10 according to the first embodiment.

[0102] like Figure 3 As shown, the plurality of plate-like members 11 to 17, 20 to 24 of the stem 10 are stacked one on top of another in the Z direction. The plurality of plate-like members 11 to 17, 20 to 24 of the stem 10 are brazed to one another (an example of metal joining). Specifically, the plurality of plate-like members 11 to 17, 20 to 24 are brazed to one another at two opposing surfaces adjacent to one another in the stacking direction (Z direction).

[0103] Furthermore, the method for joining the plurality of plate-like members 11 to 17, 20 to 24 is not limited to brazing; other interface bonding methods or fusion bonding methods may also be used. Examples of other interface bonding methods include liquid-phase bonding such as liquid-phase diffusion bonding, solid-phase diffusion bonding, sintering bonding, and solid-phase bonding such as ultrasonic bonding. For example, fusion bonding methods include arc welding, high-energy beam welding, and resistance welding. For example, the method for joining the plurality of plate-like members 11 to 17, 20 to 24 may be modified according to the required specifications.

[0104] The flow paths A to W (see FIG. 5 ) connecting the input port 5 of the pipe base 10 and the regulating valves 30 to 35 are connected. Figure 2) is formed by a plurality of plate-like members 11 to 17, 20 to 24. Hereinafter, in the flow paths A to W formed by the plurality of plate-like members 11 to 17, 20 to 24, the flow path between the input port 5 of the pipe seat 10 and the port 34a of the variable load valve 34 is set as "flow path A", the flow path between the middle of the flow path A and the normal pilot pressure generating portion 45 is set as "flow paths B, C", the flow path between the normal pilot pressure generating portion 45 and the compound check valve 35 (specifically, the input port 35a on one side of the compound check valve 35) is set as "flow paths D to G", and the flow path connected to the exhaust port on one side of the normal pilot pressure generating portion 45 (specifically, the output port of the exhaust valve 31A) is set as The flow path H is set as "flow path I" for the flow path connected to the other exhaust port of the normal pilot pressure generating unit 45 (specifically, the output port of the exhaust valve 31B), the flow path connecting the output port 35b of the double check valve 35 and the input port of the solenoid valve 32 is set as "flow path J", the flow path between the output port of the solenoid valve 32 and the output port 7 of the pipe seat 10 is set as "flow path K", the flow path connecting the port 34b of the variable load valve 34 (specifically, the port connected to the output port of the pressure regulating valve 50) and the input port of the air supply valve 30C is set as "flow path L", and the output port of the air supply valve 30C is connected to The flow path between the pilot pressure sensor 42B is set as "flow path M", the flow path connecting the port 34c of the variable load valve 34 (specifically, the port connected to the pressure regulating port of the output valve 51) and the input port of the exhaust valve 31C is set as "flow path N", the flow path connected to the exhaust port of the emergency pilot pressure generating unit 46 (specifically, the output port of the exhaust valve 31C) is set as "flow path O", the flow path connecting the middle of the flow path M and the middle of the flow path N is set as "flow path P", and the flow path connecting the port of the variable load valve 34 (in other words, the port connected to the air spring port 6) and the input port of the emergency valve 33 is set as The flow path is set as "flow path Q", the flow path between the middle of flow path Q and the air spring pressure sensor 43 is set as "flow path R", the flow path between the output port of the emergency valve 33 and the compound check valve 35 (specifically, the input port 35c on the other side of the compound check valve 35) is set as "flow path S", the flow path connected to the air spring pressure sensor 41A is set as "flow path T", the flow path connected to the air spring pressure sensor 41B is set as "flow path U", the flow path connected to the air spring pressure sensor 41C is set as "flow path V", and the flow path connected to the air spring pressure sensor 41D is set as "flow path W".

[0105] like Figure 2 As shown, compressed air flowing from the input port 5 of the pipe base 10 into the flow path A flows through the port 34 a of the variable load valve 34 and the flow path in the variable load valve 34 into the input chamber 50 a of the pressure regulating valve 50 and the input chamber 51 a of the output valve 51 .

[0106] Of the flow paths B and C, flow path B connects the middle of flow path A to the input port of air supply valve 30A. Flow path C connects the middle of flow path B to the input port of air supply valve 30B. Compressed air flowing from flow path A into flow path B flows into air supply valve 30A via the input port of air supply valve 30A. Compressed air flowing from flow path B into flow path C flows into air supply valve 30B via the input port of air supply valve 30B.

[0107] Of the flow paths D through G, flow path D connects the output port of the air supply valve 30A to the input port of the double check valve 35. Flow path E connects the output port of the air supply valve 30B to the middle of flow path D. Flow path F connects the middle of flow path D to the input port of the exhaust valve 31A. Flow path G connects the middle of flow path F to the input port of the exhaust valve 31B. Compressed air flowing into the air supply valves 30A and 30B from flow paths B and C, respectively, passes through flow paths D through G, H, and I, where it is adjusted in flow rate or pressure by the normal pilot pressure generator 45 (each of the air supply valves 30 and each of the exhaust valves 31). The compressed air, whose flow rate or pressure has been adjusted by the normal pilot pressure generator 45, then flows into the double check valve 35 through one input port 35a of the double check valve 35.

[0108] The compressed air flowing into the compound check valve 35 flows into the solenoid valve 32 via the output port 35b of the compound check valve 35, the flow path J, and the input port of the solenoid valve 32. The compressed air flowing into the solenoid valve 32 is guided to the brake cylinder 3 via the output port of the solenoid valve 32, the flow path K, and the output port 7 of the pipe seat 10, where the flow rate or pressure of the compressed air is adjusted by a relay valve (not shown).

[0109] Meanwhile, the compressed air flowing into the input chamber 50a of the pressure regulating valve 50 and the input chamber 51a of the output valve 51 is adjusted in flow rate or pressure by the emergency pilot pressure generating unit 46 (the variable load valve 34, the air supply valve 30C, the exhaust valve 31C, and the pilot pressure sensor 42B) via the flow paths L, M, N, O, and P. The compressed air, whose flow rate or pressure has been adjusted by the emergency pilot pressure generating unit 46, then flows into the emergency valve 33 via the port of the variable load valve 34 (in other words, the port communicating with the air spring port 6), the flow path Q, and the input port of the emergency valve 33.

[0110] As described above, the emergency valve 33 is opened during an emergency. Therefore, the compressed air flowing into the emergency valve 33 flows into the double check valve 35 via the output port of the emergency valve 33, the flow path S, and the other input port 35c of the double check valve 35.

[0111] The compressed air flowing into the compound check valve 35 flows into the solenoid valve 32 via the output port 35b of the compound check valve 35, the flow path J, and the input port of the solenoid valve 32. The compressed air flowing into the solenoid valve 32 is guided to the brake cylinder 3 via the output port of the solenoid valve 32, the flow path K, and the output port 7 of the pipe seat 10, where the flow rate or pressure of the compressed air is adjusted by a relay valve (not shown).

[0112] like Figure 3 As shown, the tube base 10 includes the aforementioned flow paths A to W and openings 10 a to 10 f arranged at positions different from the flow paths A to W.

[0113] like Figure 4 As shown, the portions of the flow paths A to W that open toward the +Z side (specifically, the +Z side ends of the flow paths B to O, Q to W) and the openings 10a to 10f are each formed in a circular shape in a plan view.

[0114] The plurality of openings 10a to 10f include valve mounting openings 10a for mounting the respective regulating valves 30 to 33 (e.g., an internal threaded portion for screwing a bolt, an example of a valve fastening portion), sensor mounting openings 10b for mounting the respective pressure sensors 41 to 43 (e.g., an internal threaded portion for screwing a bolt, an example of a sensor fastening portion), positioning and mounting openings 10c to 10e for the pipe seat 10, and the emergency valve 33 (see FIG. 1 ). Figure 2 ) of the exhaust port is communicated with the exhaust opening 10f and other openings. In addition, the form of each opening is not limited to the above form, can be changed according to the required specifications.

[0115] The openings (+Z side ends) of the flow paths B to O, Q, and S in the region AR1 of the pipe base 10 are arranged so as to correspond to the corresponding regulating valves 30 to 33 (see FIG. Figure 1 ) in the overlapping area.

[0116] The openings of the flow paths B to H are located near the +Y end of the region AR1 in a plan view. The openings of the flow paths B and D are located adjacent to the corresponding air supply valves 30A (see FIG. Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction in the overlapping region. The opening of the flow path B and the input port of the air supply valve 30A (see Figure 2 ) is connected. The opening of the flow path D is connected to the output port of the air supply valve 30A (see Figure 2 ) connected.

[0117] The openings of the flow paths C and E are aligned with the corresponding air supply valves 30B (see FIG. Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction in the overlapping region. The opening of the flow path C and the input port of the air supply valve 30B (see Figure 2) is connected. The opening of the flow path E is connected to the output port of the air supply valve 30B (see Figure 2 ) connected.

[0118] The openings of the flow paths F and H are aligned with the corresponding exhaust valves 31A (see FIG. Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction in the overlapping region. The opening of the flow path F and the input port of the exhaust valve 31A (see Figure 2 ) is connected. The opening of the flow path H is connected to the output port of the exhaust valve 31A (see Figure 2 ) connected.

[0119] The openings of the flow paths G and I are aligned with the corresponding exhaust valves 31B (see FIG. Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction in the overlapping region. The opening of the flow path G and the input port of the exhaust valve 31B (see Figure 2 ) is connected. The opening of the flow path I is connected to the output port of the exhaust valve 31B (see Figure 2 ) connected.

[0120] The openings of the flow paths J to O, Q, and S are located near the -Y end of the region AR1 in a plan view. The openings of the flow paths J and K are located adjacent to the corresponding solenoid valves 32 (see FIG. Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction within the range of overlap. The opening of one side of the flow path J (the opening on the +X side) and the input port of the electromagnetic valve 32 (see Figure 2 ) is connected. The opening of the flow path K is connected to the output port of the electromagnetic valve 32 (see Figure 2 ) connected.

[0121] The openings of the flow paths L and M are aligned with the corresponding air supply valves 30C (see Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction within the range of overlap. The opening of the flow path L and the input port of the air supply valve 30C (see Figure 2 ) is connected. One opening of the flow path M (opening on the +X side) is connected to the output port of the air supply valve 30C (see Figure 2 ) connected.

[0122] The openings of the flow paths N and O are aligned with the corresponding exhaust valves 31C (see FIG. Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction within the range of overlap. The opening of the flow path N is aligned with the input port of the exhaust valve 31C (see Figure 2 ) is connected. The opening of the flow path O is connected to the output port of the exhaust valve 31C (see Figure 2 ) connected.

[0123] The openings of the flow paths Q and S are aligned with the corresponding emergency valves 33 (see Figure 1 ) are arranged in a manner spaced apart from each other in the Y direction within the overlapping range. The opening of the flow path Q and the input port of the emergency valve 33 (see Figure 2 ) is connected. The opening of the flow path S is connected to the output port of the emergency valve 33 (see Figure 2 ) connected.

[0124] The valve mounting opening 10a is provided at the corresponding regulating valves 30 to 33 (see Figure 1 The two valve mounting openings 10a are arranged spaced apart from each other in the X direction across the openings of the flow paths B to O, Q, and S arranged in the region overlapping with the corresponding regulating valves 30 to 33 in a plan view.

[0125] A plurality of openings 10c are provided (for example, four in the present embodiment). The four openings 10c are arranged one at each of the four corners of the area AR1 that is rectangular in a plan view.

[0126] The exhaust opening 10f is arranged near the -Y end of the region AR1 in a plan view and is arranged with a gap from the opening of the flow path S in the Y direction.

[0127] The openings (+Z side ends) of the flow paths J, M, R, T to W in the region AR2 of the tube base 10 are arranged so as to correspond to the corresponding pressure sensors 41 to 43 (see FIG. Figure 1 ) in the overlapping area.

[0128] The openings of channels J, M, R, T to W in region AR2 are located in the middle in the Y direction when viewed from above (specifically, between the openings of channels B to H and the openings of channels J to O, Q and S in the Y direction).

[0129] The openings of the flow path J located in the region AR2 (in the example of the figure, the two openings of the flow path J) are aligned with the corresponding pilot pressure sensor 42A (see FIG. Figure 1 ) are arranged in a manner spaced apart from each other in the X direction in the overlapping region. The openings of the flow paths M and R located in the region AR2 are aligned with the sensor unit 40C (see FIG. 1 ) including the corresponding pilot pressure sensor 42B and the air spring pressure sensor 43 when viewed from above. Figure 1 ) are arranged in a manner spaced apart from each other in the X direction in the overlapping region. The openings of the flow paths T and U located in the region AR2 overlap with the sensor unit 40A (see FIG. 1 ) including the corresponding air spring pressure sensors 41A and 41B in a plan view. Figure 1) are arranged in a manner spaced apart from each other in the X direction in the overlapping region. The openings of the flow paths V and W in the region AR2 overlap with the sensor unit 40B (see FIG. 1 ) including the corresponding air spring pressure sensors 41C and 41D in a plan view. Figure 1 ) are arranged in a manner that they are spaced apart from each other in the X direction within the overlapping area.

[0130] The sensor mounting opening 10b is provided at the corresponding pilot pressure sensor 42A and each sensor unit 40A to 40C (see Figure 1 The two sensor mounting openings 10b are arranged with a gap in the X and Y directions, sandwiching the openings of the flow paths J, M, R, and T to W that overlap with the corresponding pilot pressure sensor 42A and the sensor units 40A to 40C in a plan view.

[0131] A plurality of openings 10d are provided (for example, two in this embodiment). One opening 10d is located on the +X side of area AR2 and near the +Y end in plan view. The other opening 10d is located on the -Y side of area AR2 and near the -X end in plan view.

[0132] A plurality of openings 10e are provided (for example, six in this embodiment). Two openings 10e are arranged near the +Y end of the stem 10 in a plan view, spaced apart from each other in the X direction across one opening 10d. Three openings 10e are arranged near the -Y end of the stem 10 in a plan view, spaced apart from each other in the X direction. One opening 10e is arranged on the +Y side of the stem 10 in a plan view, near the -X end.

[0133] like Figure 5 As shown, the stem 10 includes a plurality of (e.g., seven in this embodiment) plate members 11-17, a sub-plate 20 (an example of the outermost plate member within the plurality of plate-like members), and a plurality of (e.g., four in this embodiment) brazing plates 21-24. The plurality of plate members 11-17 are the first plate member 11 (an example of the outermost plate member within the plurality of plate-like members), the second plate member 12, the third plate member 13, the fourth plate member 14, the fifth plate member 15, the sixth plate member 16, and the seventh plate member 17 (an example of the outermost plate member within the plurality of plate-like members). The plurality of brazing plates 21-24 are two first brazing plates 21, two second brazing plates 22, two third brazing plates 23, and one fourth brazing plate 24.

[0134] The tube header 10 is formed by alternating the stacking of plates 11 to 17 and brazing plates 21 to 24. The sub-plate 20 is located at the topmost portion of the tube header 10. In the portion of the tube header 10 excluding the sub-plate 20 and the fourth brazing plate 24, the following order is stacked downward: the first plate 11; one side of the first brazing plate 21; the second plate 12; the other side of the first brazing plate 21; the third plate 13; one side of the second brazing plate 22; the fourth plate 14; the other side of the second brazing plate 22; the fifth plate 15; one side of the third brazing plate 23; the sixth plate 16; the other side of the third brazing plate 23; and the seventh plate 17. The sub-plate 20 is placed on the upper surface of the first plate 11 via the fourth brazing plate 24.

[0135] For example, the plate members 11 to 17 and the sub-plate 20 are formed of metal such as aluminum alloy.

[0136] In addition, the materials of the plates 11 to 17 and the sub-plate 20 are not limited to the above-mentioned materials, and can be changed according to the required specifications.

[0137] For example, brazing sheets 21-24 are formed from a core material and a brazing filler metal having a lower melting point than the core material. For example, brazing sheets 21-24 are brazing sheets formed by cladding an aluminum alloy with an Al-Si alloy, so-called aluminum brazing sheets. The materials of brazing sheets 21-24 are not limited to those listed above and can be modified according to the required specifications.

[0138] For example, the brazing sheets 21 to 24 are so-called double-sided cladding materials in which brazing material is provided on both sides of a core material.

[0139] The configuration of the brazing sheets 21-24 is not limited to the configuration described above. For example, the brazing sheets 21-24 may be so-called single-sided cladding materials, where the brazing material is applied only to one side of the core material. For example, the configuration of the brazing sheets 21-24 can be modified according to the required specifications.

[0140] For example, the thickness of each plate 11 to 17 is set to be the same as each other. For example, the thickness of each plate 11 to 17 is set within a range of 1.8 mm to 2.2 mm.

[0141] For example, the thickness of the sub-plate 20 is set to be smaller than the thickness of each plate 11 to 17. For example, the thickness of the sub-plate 20 is set within a range of 1.3 mm to 1.7 mm.

[0142] For example, the brazing plates 21 to 24 are set to have the same thickness. For example, the brazing plates 21 to 24 are set to have a thickness smaller than that of the sub-plate 20. For example, the thickness of the brazing plates 21 to 24 is set within a range of 0.6 mm to 1.0 mm.

[0143] Furthermore, the thickness of the components of the stem 10 (the plates 11 to 17 , the sub-plate 20 , and the brazing plates 21 to 24 ) is not limited to the above-described thicknesses and can be changed according to required specifications.

[0144] <1st plate>

[0145] Figure 6 It is a plan view of the first plate material 11 constituting the stem 10 of the first embodiment.

[0146] like Figure 6 As shown, the first plate 11 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The first plate 11 has the above-mentioned flow paths B to O, Q to W and openings 10a to 10f (see Figure 4 ) corresponding openings B11 to O11, Q11 to W11, and openings 10a11 to 10f11. Furthermore, in the openings of the first plate 11, reference numeral "11" is appended to the end of any element constituting a portion of the flow path or opening in the aforementioned tube base 10.

[0147] The openings B11 to O11, Q11 to W11, and the openings 10a11 to 10f11 are respectively open in the thickness direction of the first plate member 11. The openings B11 to O11, Q11 to W11, and the openings 10a11 to 10f11 are respectively formed in a circular shape in a plan view.

[0148] <Second plate>

[0149] Figure 7 It is a plan view of the second plate material 12 constituting the stem 10 of the first embodiment.

[0150] like Figure 7 As shown, the second plate 12 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The second plate 12 has the above-mentioned flow paths B to O, Q to W and openings 10a to 10f (see Figure 4 ) corresponding to the openings B12 to O12, Q12 to W12, and the openings 10a12 to 10f12. Furthermore, in the openings of the second plate 12, the reference numeral "12" is appended to the end of the element constituting a portion of the flow path or opening in the aforementioned tube base 10 (in other words, the portion connected to the opening in the first plate 11).

[0151] The openings B12, C12, K12, L12, M12, S12, and 10a12 to 10e12 in the second plate 12 are formed so as to correspond to the openings B11, C11, K11, L11, M11, S11, and 10a11 to 10e11 in the first plate 11 in a plan view (see FIG. Figure 6 ) overlapping circular shapes.

[0152] The second plate 12 has an opening 12a including openings D12 to G12. The opening 12a extends from the opening F12 side toward the -X side in a plan view (specifically, extending to a position between openings 10d12 and 10e12 near the +Y end in the X direction).

[0153] The opening H12 is arranged on an extension line of the opening F12 extending in the Y direction in a plan view of the opening 12a. The opening H12 is a recessed portion recessed from the +Y end surface of the second plate member 12 toward the -Y side.

[0154] The opening I12 is located on an extension line of the opening G12 extending in the Y direction in a plan view of the opening 12a. The opening I12 is a recessed portion of the +Y end surface of the second plate 12 that is recessed toward the -Y side from a portion located closer to the -X side than the opening H12.

[0155] The opening J12 is located closer to the -Y side than the opening 12a. The opening J12 is formed by the following openings when viewed from above: the opening J12a, which is connected to the opening J11 (see Figure 6 ) extends toward the +Y side at a position where the opening J12a overlaps with the opening J12a; the opening J12b extends obliquely so as to be located on the +Y side as it extends from the +Y end of the opening J12a toward the -X side; the opening J12c extends from the -X end of the opening J12b toward the -X side; and the opening J12d extends obliquely so as to be located on the -Y side as it extends from the -X end of the opening J12c toward the -X side.

[0156] The opening O12 is arranged closer to the +X side than the opening J12. The opening O12 is aligned with the opening O11 (see FIG. Figure 6 ) extends toward the +Y side, then curves in an arc toward the +X side, and then extends toward the +X end of the second plate 12. The +X end of the opening O12 is open at the portion of the +X end surface of the second plate 12 facing the -Y side.

[0157] The opening Q12 is provided on the -Y side of the second plate 12. The opening Q12 is arranged on the opposite side of the opening O12 across the opening J12 in the X direction. The opening Q12 is composed of the following openings when viewed from above: an opening Q12a which is connected to the opening Q11 of the first plate 11 (see FIG. Figure 6 ) extends toward the +Y side at a position where it overlaps with the first plate 11; the opening Q12b extends obliquely so as to be located on the +Y side as it moves from the +Y end of the opening Q12a toward the -X side; and the opening Q12c extends from the -X end of the opening Q12b toward the -X side to the position where it overlaps with the opening R11 of the first plate 11 (see Figure 6) overlap.

[0158] The opening 10f12 is located on the extension line of the opening Q12a and is located closer to the -Y side than the opening S12 in a plan view. The opening 10f12 is a recessed portion recessed from the -Y end surface of the second plate 12 toward the +Y side.

[0159] The opening T12 is arranged at the +Y side portion of the -X end portion of the second plate 12. The opening T12 is aligned with the opening T11 of the first plate 11 (see FIG. Figure 6 )The overlapping position extends toward the -X side.

[0160] The opening U12 is formed in a straight line shape longer than the opening T12 in a plan view. The opening U12 is formed in a straight line shape from the opening U11 of the first plate 11 in a plan view (see Figure 6 ) The overlapping position extends obliquely toward the +Y side and is located on the -X side.

[0161] The opening V12 is provided at the -Y side portion of the -X end portion of the second plate 12. The opening V12 is aligned with the opening V11 of the first plate 11 (see FIG. Figure 6 )The overlapping position extends toward the -X side.

[0162] The opening W12 is formed in a straight line shape longer than the opening V12 in a plan view. The opening W12 is formed in a straight line shape from the opening W11 of the first plate 11 in a plan view (see Figure 6 ) The overlapping position extends obliquely toward the -Y side and is located on the -X side.

[0163] <3rd plate>

[0164] Figure 8 It is a plan view of the third plate material 13 constituting the stem 10 of the first embodiment.

[0165] like Figure 8 As shown, the third plate 13 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The third plate 13 has the same flow paths B to D, J to N, Q, S to W and the openings 10a to 10e (see Figure 4 ) corresponding to the openings B13 to D13, J13 to N13, Q13, S13 to W13, and the openings 10a13 to 10e13. Furthermore, in the openings of the third plate 13, the element constituting a portion of the flow path or opening in the aforementioned tube base 10 (in other words, the portion connected to the opening in the second plate 12) is denoted by the reference numeral "13" at the end.

[0166] The openings B13, C13, K13 to N13, and S13 in the third plate 13 and the openings 10a13 to 10e13 are formed so as to coincide with the openings B12, C12, K12 to N12, and S12 in the second plate 12 and the openings 10a12 to 10e12 in a plan view (see FIG. Figure 7 ) overlapping circular shapes.

[0167] The opening D13 in the third plate 13 is aligned with the -X end of the opening 12a in the second plate 12 in a plan view (see Figure 7 ) is formed into a circular shape at a position where it overlaps. The opening J13 in the third plate 13 overlaps with the -X end of the opening J12d in the second plate 12 in a plan view (see Figure 7 ) is formed into a circular shape at a position where it overlaps. The opening Q13 of the third plate 13 is located midway between the opening Q12c in the second plate 12 when viewed from above (see Figure 7 ) is formed into a circular shape at a position where it overlaps. The opening T13 in the third plate 13 overlaps with the -X end of the opening T12 in the second plate 12 in a plan view (see Figure 7 ) is formed into a circular shape at the position where it overlaps. The opening U13 of the third plate 13 overlaps with the +Y end of the opening U12 in the second plate 12 when viewed from above (see Figure 7 ) is formed into a circular shape at a position where it overlaps. The opening V13 in the third plate 13 overlaps with the -X end of the opening V12 in the second plate 12 when viewed from above (see Figure 7 ) is formed into a circular shape at a position where it overlaps. The opening W13 in the third plate 13 overlaps with the -Y end of the opening W12 in the second plate 12 in a plan view (see Figure 7 ) overlap to form a circular shape.

[0168] <4th plate>

[0169] Figure 9 It is a plan view of the fourth plate material 14 constituting the stem 10 of the first embodiment.

[0170] like Figure 9 As shown, the fourth plate 14 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The fourth plate 14 has the same flow paths A to D, J to N, P, Q, S to W and the openings 10a to 10e (see Figure 4) corresponding to the openings A14, B14 to D14, J14 to N14, P14, Q14, S14 to W14, and the openings 10a14 to 10e14. Furthermore, in the openings of the fourth plate 14, the element constituting a portion of the flow path or opening in the aforementioned tube base 10 (in other words, the portion connected to the openings in the third plate 13 and the fifth plate 15) is denoted by the reference numeral "14" at the end.

[0171] The openings D14, J14 to L14, Q14, T14 to W14 and the openings 10a14 to 10e14 in the fourth plate 14 are formed so as to coincide with the openings D13, J13 to L13, Q13, T13 to W13 and the openings 10a13 to 10e13 in the third plate 13 in a plan view (see FIG. Figure 8 ) overlapping circular shapes.

[0172] The opening A14 is provided in the -X side portion of the fourth plate 14. The opening A14 extends obliquely toward the +X side as it moves from the intersection of a line passing through the center of the opening T14 and along the X direction and a line passing through the center of the opening U14 and along the Y direction toward the -Y side in a plan view.

[0173] The fourth plate 14 has an opening 14a including openings B14 and C14. The opening 14a extends from the opening B14 side toward the -X side (specifically, extends to a position near the +X side of the opening D14) in a plan view.

[0174] The opening M14 is located closer to the -Y side than the opening 14a in a plan view. The opening M14 is formed by the following openings in a plan view: the opening M14a is located on one side of the opening M13 of the third plate 13 (the opening on the +X side, the ... Figure 8 ) extend toward the +Y side at a position where they overlap; an opening portion M14b, which extends toward the -X side after being curved in an arc shape from the +Y end of the opening portion M14a toward the -X side; and an opening portion M14c, which extends obliquely in such a manner as to be located on the -Y side as it moves from the -X end of the opening portion M14b toward the -X side.

[0175] The opening N14 in the fourth plate 14 is arranged so as to coincide with the opening N13 in the third plate 13 in a plan view (see Figure 8 ) overlap.

[0176] The opening P14 extends from the opening N14 toward the +Y side in a plan view and is connected to the middle of the opening M14b.

[0177] The opening S14 is provided in the -Y side portion of the fourth plate 14. The opening S14 is formed by the following openings when viewed from above: an opening S14a which is connected to the opening S13 in the third plate 13 (see Figure 8 ) The overlapping position extends toward the +Y side and then bends toward the -X side, and then extends toward the -X side; an opening portion S14b, which extends obliquely in such a manner as to be located on the +Y side as it moves from the -X end of the opening portion S14a toward the -X side; and an opening portion S14c, which extends from the +Y end of the opening portion S14b toward the +Y side.

[0178] <5th plate>

[0179] Figure 10 It is a plan view of the fifth plate material 15 constituting the stem 10 of the first embodiment.

[0180] like Figure 10 As shown, the fifth plate 15 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The fifth plate 15 has the above-mentioned flow paths A, B, D, J to M, Q, S to W and the openings 10d and 10e (see Figure 4 ) corresponding to the openings A15, B15, D15, J15 to M15, Q15, S15 to W15 and the openings 10d15 and 10e15. Furthermore, in the openings of the fifth plate 15, the element constituting a portion of the flow path or opening in the aforementioned tube base 10 (in other words, the portion connected to the opening in the fourth plate 14) is denoted by the reference numeral "15" at the end.

[0181] The openings D15, J15 to L15, Q15, T15 to W15 and the openings 10d15 and 10e15 in the fifth plate 15 are formed to coincide with the openings D14, J14 to L14, Q14, T14 to W14 and the openings 10d14 and 10e14 in the fourth plate 14 in a plan view (see FIG. Figure 9 ) overlapping circular shapes.

[0182] One side (-X side opening) of the opening A15 in the fifth plate 15 is aligned with the +Y end of the opening A14 in the fourth plate 14 in a plan view (see FIG. Figure 9 ) is formed into a circular shape at a position where the line passing through the center of the opening T15 and along the X direction and the line passing through the center of the opening U15 and along the Y direction when viewed from above. The other side of the opening A15 in the fifth plate 15 (the opening closer to the +X side than one side of the opening A15) is formed at a position where the -Y end of the opening A14 in the fourth plate 14 is overlapped when viewed from above (specifically, the intersection of the line passing through the center of the opening T15 and along the X direction and the line passing through the center of the opening U15 and along the Y direction). Figure 9 ) overlap to form a circular shape.

[0183] The opening B15 in the fifth plate 15 is formed in a circular shape at a position overlapping with the -X end of the opening 14a in the fourth plate 14 in a plan view. The opening M15 in the fifth plate 15 is formed in a circular shape at a position overlapping with the -X end of the opening M14b in the fourth plate 14 in a plan view (in other words, the +X end of the opening M14c, see FIG. Figure 9 ) is formed into a circular shape at a position where it overlaps. The opening S15 in the fifth plate 15 overlaps with the +Y end of the opening S14c in the fourth plate 14 in a plan view (see Figure 9 ) overlap to form a circular shape.

[0184] <Sixth Plate>

[0185] Figure 11 It is a plan view of the sixth plate material 16 constituting the stem 10 of the first embodiment.

[0186] like Figure 11 As shown, the sixth plate 16 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The sixth plate 16 has the above-mentioned flow paths A, B, D, J to M, Q, S to W and the openings 10d and 10e (see Figure 4 ) corresponding to the openings A16, B16, D16, J16 to M16, Q16, S16 to W16 and the openings 10d16 and 10e16. Furthermore, in the openings of the sixth plate 16, the element constituting a portion of the flow path or opening in the aforementioned tube base 10 (in other words, the portion connected to the opening in the fifth plate 15) is denoted by the reference numeral "16" at the end.

[0187] The openings A16, J16, M16, S16 to W16 and the openings 10d16 and 10e16 in the sixth plate 16 are formed so as to coincide with one side (-X side opening) of the opening A15, J15, M15, S15 to W15 and the openings 10d15 and 10e15 in the fifth plate 15 (see FIG. Figure 10 ) overlapping circular shapes.

[0188] The opening B16 is provided in the -X side portion of the sixth plate 16. The opening B16, in a plan view, is composed of the following opening portions: an opening B16a extending toward the +X side from a position overlapping with the other side of the opening A15 in the fifth plate 15 (the opening closer to the +X side than one side of the opening A15); an opening B16b extending obliquely toward the +Y side as it moves from the +X end of the opening B16a toward the +X side; and an opening B16c extending toward the +Y side from the +Y end of the opening B16b to a position overlapping with the opening B15 in the fifth plate 15.

[0189] The opening D16 extends obliquely from a position overlapping with the opening D15 in the fifth plate 15 toward the -X side and then curves in an arc to extend toward the -Y side.

[0190] The opening K16 is provided in the -Y side portion of the sixth plate 16. The opening K16 is formed by the following openings in a plan view: an opening K16a which is connected to the opening K15 in the fifth plate 15 (see Figure 10 ) The overlapping position extends toward the +Y side and then bends toward the -X side, and then extends to the -X side; and an opening portion K16b, which bends toward the +Y side from the -X end of the opening portion K16a and then extends to the +Y side.

[0191] The opening L16 extends linearly in a manner inclined with respect to the X direction and the Y direction in a plan view. The opening L16 extends from the opening L15 in the fifth plate 15 in a plan view (see Figure 10 ) The overlapping position extends obliquely to the Y-direction center position between the opening M16 and the opening 10e16 so as to be located on the +Y side as it goes toward the -X side.

[0192] The opening Q16 is arranged between the opening M16 and the opening K16a in a plan view. The opening Q16 is arranged between the opening Q15 in the fifth plate 15 in a plan view (see Figure 10 )The overlapping position extends toward the -Y side.

[0193] <Seventh Plate>

[0194] Figure 12 It is a plan view of the seventh plate material 17 constituting the stem 10 of the first embodiment.

[0195] like Figure 12 As shown, the seventh plate 17 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The seventh plate 17 has the above-mentioned flow paths A, B, D, J to M, Q, S to W and the openings 10d and 10e (see Figure 4 ) corresponding to the openings A17, B17, D17, J17 to M17, Q17, S17 to W17 and the openings 10d17 and 10e17. Furthermore, in the openings of the seventh plate 17, the element constituting a portion of the flow path or opening in the aforementioned tube base 10 (in other words, the portion connected to the opening in the sixth plate 16) is denoted by the reference numeral "17" at the end.

[0196] The openings A17, J17, M17, S17 to W17 and the openings 10d17 and 10e17 in the seventh plate 17 are formed to correspond to the openings A16, J16, M16, S16 to W16 and the openings 10d16 and 10e16 in the sixth plate 16 in a plan view (see FIG. Figure 11 ) overlapping circular shapes.

[0197] The opening B17 in the seventh plate 17 is aligned with the -Y end of the opening B16c in the sixth plate 16 in a plan view (see Figure 11 ) is formed into a circular shape at a position where it overlaps. The opening D17 in the 7th plate 17 overlaps with the -Y end of the opening D16 in the 6th plate 16 in a plan view (see Figure 11 ) is formed into a circular shape at a position where it overlaps. The opening K17 in the seventh plate 17 overlaps with the +Y end of the opening K16b in the sixth plate 16 in a plan view (see Figure 11 ) is formed into a circular shape at a position where it overlaps. The opening L17 in the 7th plate 17 overlaps with the -X end of the opening L16 in the 6th plate 16 in a plan view (see Figure 11 ) is formed into a circular shape at a position where it overlaps. The opening Q17 in the 7th plate 17 overlaps with the -Y end of the opening Q16 in the 6th plate 16 in a plan view (see Figure 11 ) overlap to form a circular shape.

[0198] The opening A17 in the seventh plate 17 corresponds to the input port 5 of the pipe seat 10. The opening J17 corresponds to the output port 35b of the double check valve 35 (see Figure 2 ) is connected. The opening K17 corresponds to the output port 7 of the pipe seat 10. The opening L17 is connected to the port 34b of the variable load valve 34 (see Figure 2 ) is connected. The opening S17 is connected to the other input port 35c of the double check valve 35 (see Figure 2 The openings T17 to W17 are respectively communicated with ports (not shown) of the double check valve 35 .

[0199] <Subboard>

[0200] Figure 13 It is a plan view of the sub-plate 20 constituting the stem 10 of the first embodiment.

[0201] like Figure 13 As shown, the sub-plate 20 is formed into a rectangular plate having sides along the X direction and sides along the Y direction. The sub-plate 20 has the above-mentioned flow paths J, M, R, T to W and the openings 10b, 10d (see Figure 4) corresponding openings J20, M20, R20, T20 to W20 and openings 10b20 and 10d20. Furthermore, in the openings of the sub-plate 20, reference numeral "20" is appended to the end of elements that constitute a portion of the flow path or opening in the aforementioned tube base 10.

[0202] The openings J20, M20, R20, T20 to W20 and the openings 10b20 and 10d20 are respectively open in the thickness direction of the sub-plate 20. The openings J20, M20, R20, T20 to W20 and the openings 10b20 and 10d20 are respectively formed in a circular shape in a plan view. The openings J20, M20, R20, T20 to W20 in the sub-plate 20 are respectively larger than the openings J11, M11, R11, T11 to W11 in the first plate 11 (see Figure 6 ) has a larger diameter.

[0203] <First brazing sheet>

[0204] Figure 14 It is a plan view of the first brazing plate 21 constituting the stem 10 of the first embodiment.

[0205] like Figure 14 As shown, the first brazing plate 21 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The first brazing plate 21 has the same shape as the second plate 12 (see FIG. Figure 7 ) is the same shape. That is, the first brazing plate 21 has the same shape as the flow paths B to O, Q to W and the openings 10a to 10f (see Figure 4 ) corresponding to the openings B21 to O21, Q21 to W21, and the openings 10a21 to 10f21. Furthermore, in the openings of the first brazing sheet 21, the end of the element constituting a portion of the flow path or opening in the aforementioned tube holder 10 (in other words, the portion overlapping with the opening in the second sheet 12 when viewed from above) is denoted by the reference numeral "21," or the reference numeral "21" is denoted in place of the reference numeral "12."

[0206] <Second brazing sheet>

[0207] Figure 15 It is a plan view of the second brazing plate 22 constituting the stem 10 of the first embodiment.

[0208] like Figure 15 As shown, the second brazing plate 22 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The second brazing plate 22 has the same shape as the fourth plate 14 (see FIG. Figure 9That is, the second brazing plate 22 has the same shape as the flow paths A to D, J to N, P, Q, S to W and the openings 10a to 10e (see Figure 4 ) corresponding to the openings A22, B22 to D22, J22 to N22, P22, Q22, S22 to W22, and the openings 10a22 to 10e22. Furthermore, in the openings of the second brazing sheet 22, the end of the element constituting a portion of the flow path or opening in the aforementioned tube holder 10 (in other words, the portion overlapping with the opening in the fourth sheet material 14 when viewed from above) is denoted by the reference numeral "22," or the reference numeral "22" is denoted in place of the reference numeral "14."

[0209] <Third brazing sheet>

[0210] Figure 16 It is a plan view of the third brazing plate 23 constituting the stem 10 of the first embodiment.

[0211] like Figure 16 As shown, the third brazing plate 23 is formed into a rectangular plate having long sides in the X direction and short sides in the Y direction. The third brazing plate 23 has the same shape as the sixth plate 16 (see FIG. Figure 11 ) is the same shape. That is, the third brazing plate 23 has the same shape as the flow paths A, B, D, J to M, Q, S to W and the openings 10d and 10e (see Figure 4 ) corresponding to the openings A23, B23, D23, J23 to M23, Q23, S23 to W23 and the openings 10d23 and 10e23. Furthermore, in the openings of the third brazing sheet 23, the end of the element constituting a portion of the flow path or opening in the aforementioned tube seat 10 (in other words, the portion overlapping with the opening in the sixth sheet material 16 when viewed from above) is denoted by the reference numeral "23," or the reference numeral "23" is denoted instead of the reference numeral "16."

[0212] <Fourth brazing sheet>

[0213] Figure 17 It is a plan view of the fourth brazing plate 24 constituting the stem 10 of the first embodiment.

[0214] like Figure 17 As shown, the fourth brazing plate 24 is formed into a rectangular plate having sides along the X direction and sides along the Y direction. The fourth brazing plate 24 has the same shape as the above-mentioned sub-plate 20 (see Figure 13 ) is the same shape. That is, the fourth brazing plate 24 has the same shape as the flow paths J, M, R, T to W and the openings 10b, 10d (see Figure 4) corresponding openings J24, M24, R24, T24 to W24 and openings 10b24 and 10d24. Furthermore, in the openings of the fourth brazing plate 24, the end of the element constituting a portion of the flow path or opening in the aforementioned tube holder 10 (in other words, the portion overlapping with the opening in the sub-plate 20 in a plan view) is denoted by the reference numeral "24," or the reference numeral "24" is denoted instead of the reference numeral "20."

[0215] <Flow path>

[0216] like Figure 3 As shown, flow paths A through W are formed by the multiple plate-like members 11 through 17, 20 through 24 that comprise the tube base 10. The tube base 10 is formed by alternatingly overlapping the aforementioned brazing plates 21 through 24 (an example of a plate-like member having a first thickness) and the plate-like members 11 through 17 and 20, which are thicker than the brazing plates 21 through 24 (an example of a plate-like member having a second thickness thicker than the first thickness). The phrase "alternatingly overlapping" means that an adhesive layer, such as solder, may exist between the plate-like members. In other words, flow paths A through W are formed by the brazing plates 21 through 24 and the plate-like members 11 through 17 and 20.

[0217] like Figure 2 As shown, the flow paths A and B (an example of a flow path) extending from the input port 5 of the tube base 10 to the input port of the air supply valve 30A are composed of the flow path A connected to the input port 5 of the tube base 10 (an example of a first flow path extending in the in-plane direction) and the flow path B connected to the input port of the air supply valve 30A (an example of a second flow path extending in the in-plane direction). Here, extending in the in-plane direction means a direction along the surface of the plate when viewed from the thickness direction of the plate. Figure 3 As shown, the plurality of plate-like members 11 to 17, 20 to 24 include: a fourth plate 14 (an example of a plate-like member having a first flow path) having a flow path A; a sixth plate 16 (an example of a plate-like member having a second flow path) having a flow path B; and a fifth plate 15 (an example of a plate-like member having only a hole connecting one end of the first flow path and one end of the second flow path) provided between the fourth plate 14 and the sixth plate 16. Figure 10 As shown, the fifth plate 15 has an opening portion A15 (an example of a hole connecting only one end of the first flow path and one end of the second flow path) connecting one end of the opening portion A14 in the fourth plate 14 (an example of one end of the first flow path) and one end of the opening portion B16 in the sixth plate 16 (an example of one end of the second flow path).

[0218] The plurality of plate-like members 11 to 17, 20 to 24 include: a third plate 13 (see Figure 8 , an example of a plate-like member having a first hole), which has an opening B13; a fifth plate 15 (referring to Figure 10 , an example of a plate-like member having a second hole), which has an opening B15; and a fourth plate 14 (refer to Figure 9 ), which is set between the third plate 13 and the fifth plate 15. Figure 9 As shown, the fourth plate 14 has an opening B14 (an example of a third flow path connecting the first hole and the second hole) connecting the opening B13 in the third plate 13 (an example of the first hole) and the opening B15 in the fifth plate 15 (an example of the second hole).

[0219] like Figure 2 As shown, the flow path A constitutes a flow path connecting the input port 5 of the pipe seat 10 to the pressure regulating valve 50 and the output valve 51 (an example of a pilot pressure regulating valve) constituting the variable load valve 34. Figure 3 As shown, the flow path A is formed by the fourth plate 14, the second brazing plates 22 arranged on the upper surface and the lower surface of the fourth plate 14, the fifth plate 15, the sixth plate 16, the third brazing plates 23 arranged on the upper surface and the lower surface of the sixth plate 16, and the seventh plate 17 (an example of multiple plate-like components).

[0220] like Figure 2 As shown, the flow path R constitutes a flow path connecting the port of the variable load valve 34 (an example of an air spring port) and the air spring pressure sensor 43. As described above, the flow path A constitutes a flow path connecting the input port 5 of the pipe seat 10 to the pressure regulating valve 50 and the output valve 51 (an example of a pilot pressure regulating valve) constituting the variable load valve 34. Figure 3 As shown, the flow path R and the flow path A are formed by the first plate 11, the second plate 12, the first brazing plate 21 arranged on the upper surface and the lower surface of the second plate 12, the third plate 13, the fourth plate 14, the second brazing plate 22 arranged on the upper surface and the lower surface of the fourth plate 14, the fifth plate 15, the sixth plate 16, the third brazing plate 23 arranged on the upper surface and the lower surface of the sixth plate 16, and the seventh plate 17 (an example of a plurality of plate-like components).

[0221] like Figure 2 As shown, the flow path M constitutes a flow path connecting the pressure regulating valve 50 and the output valve 51 (an example of a pilot pressure regulating valve) constituting the variable load valve 34 and the pilot pressure sensor 42B (an example of a pilot pressure sensor). Figure 3As shown, the flow path M is formed by the first plate 11, the second plate 12, the first brazing plate 21 arranged on the upper surface and the lower surface of the second plate 12, the third plate 13, the fourth plate 14, the second brazing plate 22 arranged on the upper surface and the lower surface of the fourth plate 14, the fifth plate 15, the sixth plate 16, the third brazing plate 23 arranged on the upper surface and the lower surface of the sixth plate 16, the seventh plate 17, the sub-plate 20, and the fourth brazing plate 24 arranged on the lower surface of the sub-plate 20 (an example of a plurality of plate-like components).

[0222] <Relationship between the placement of pressure sensors and the material of plate-shaped members>

[0223] The multiple plate-like members 11-17, 20-24 include a sub-plate 20 (an example of a plate-like member having a sensor fastening portion), to which a pilot pressure sensor 42B (an example of a pilot pressure sensor) is mounted; and a fourth brazing plate 24 (an example of a plate-like member having a fourth flow path), which forms a flow path M between the pressure regulating valve 50 and the output valve 51 (an example of a pilot pressure regulating valve) that constitute the variable load valve 34, and the pilot pressure sensor 42B. The sub-plate 20 is preferably formed of a metal having better corrosion resistance than the metal forming the fourth brazing plate 24.

[0224] For example, if the metal forming the fourth brazing plate 24 is aluminum, the sub-plate 20 may be formed of stainless steel. Furthermore, the materials of the plate-like components, such as the sub-plate 20 and the fourth brazing plate 24, are not limited to the materials listed above and can be modified according to the required specifications. For example, if the metal forming the fourth brazing plate 24 is iron or steel, the sub-plate 20 is preferably formed of a metal (e.g., copper, zinc, stainless steel, aluminum, etc.) that has superior water corrosion resistance compared to iron or steel.

[0225] <Manufacturing method of brake control device>

[0226] Hereinafter, an example of a method for manufacturing the brake control device according to the embodiment will be described.

[0227] The manufacturing method of a brake control device includes the following steps: a pipe seat manufacturing step, in which a pipe seat 10 having an input port 5 for inputting compressed air (an example of a fluid) from an air supply tank 2 (an example of an air source, a fluid source) is manufactured; and a fixing step, in which an adjustment valve 30 to 35 and a pressure sensor 41 to 43 are fixed to the pipe seat 10, and the adjustment valve 30 to 35 adjusts the flow rate or pressure of the compressed air (an example of a fluid input from the input port) input from the input port 5 to output working air (an example of a fluid for operating a brake cylinder 3 (an example of a brake device)).

[0228] During the pipe socket manufacturing process, multiple plate-like members 11 to 17, 20 to 24 are stacked and metal-bonded to each other. These plate-like members 11 to 17, 20 to 24 form flow paths A to W connecting the input port 5 and the regulating valves 30 to 35. During the pipe socket manufacturing process, the facing surfaces of two adjacent plate-like members 11 to 17, 20 to 24 in the stacking direction (Z direction) are brazed. Following the pipe socket manufacturing process, the process proceeds to the fixing process.

[0229] In the fixing process, the regulating valves 30-35 and the pressure sensors 41-43 are fastened to the surface of the pipe seat 10 using bolts. In the fixing process, the regulating valves 30 and 31 (an example of a pilot pressure regulating valve), the pilot pressure sensor 42, and the air spring pressure sensors 41 and 43 are fixed to the upper surface of the pipe seat 10 (an example of the same side surface of the pipe seat 10). In the fixing process, the variable load valve 34 and the double check valve 35 are fixed to the lower surface of the pipe seat 10 (an example of the same side surface of the pipe seat 10).

[0230] The brake control device according to the embodiment is manufactured through the above steps.

[0231] Effects

[0232] As described above, the brake control device 1 of this embodiment includes a pipe header 10 having an input port 5 for receiving compressed air from an air supply tank 2, and regulating valves 30-35 for adjusting the flow rate or pressure of the compressed air received from the input port 5 to output working air for operating the brake cylinder 3. The plurality of plate-like members 11-17 and 20-24 of the pipe header 10 are metal-bonded and stacked. The plurality of plate-like members 11-17 and 20-24 form flow paths A-W connecting the input port 5 and the regulating valves 30-35.

[0233] According to this structure, the flow paths A-W connecting the input port 5 and the regulating valves 30-35 are formed by multiple plate-like members 11-17, 20-24. This allows the flow paths A-W to be freely arranged three-dimensionally. This allows for a higher density and greater complexity of the flow paths A-W compared to a case where the flow paths A-W are formed in a single-layered tube socket. Furthermore, the multiple plate-like members 11-17, 20-24 of the tube socket 10 are metal-bonded and stacked together, providing a higher bond strength than conventional adhesive bonding, thus suppressing compressed air leakage. This suppresses compressed air leakage while also allowing for a higher density and greater complexity of the flow paths A-W.

[0234] The plurality of plate-like members 11 to 17, 20 to 24 of this embodiment include brazing sheets 21 to 24 having a first thickness and plate materials 11 to 17, 20 having a second thickness thicker than the first thickness. The flow paths A to W are formed by alternatingly overlapping the brazing sheets 21 to 24 having the first thickness and the plate materials 11 to 17, 20 having the second thickness.

[0235] According to this configuration, compared with a case where a plurality of plate-like members of the same thickness are stacked to form a stem, flow paths A to W having a desired flow rate can be realized using a compact stem 10 while reducing the total number of plate-like members.

[0236] The plurality of plate-like members 11 to 17, 20 to 24 of this embodiment include: a fourth plate 14 having a flow path A extending in the in-plane direction; a sixth plate 16 having a flow path B extending in the in-plane direction; and a fifth plate 15 disposed between the fourth plate 14 and the sixth plate 16. The fifth plate 15 has an opening A15 connecting one end of an opening A14 in the fourth plate 14 and one end of an opening B16 in the sixth plate 16.

[0237] According to this structure, the bonding area is ensured on both surfaces of the fifth plate member 15 having the opening A15 , so that the bonding strength can be improved compared to the case where the fourth plate member 14 and the sixth plate member 16 are directly overlapped.

[0238] The plurality of plate-like members 11 to 17, 20 to 24 of this embodiment include a third plate 13 having an opening B13, a fifth plate 15 having an opening B15, and a fourth plate 14 disposed between the third plate 13 and the fifth plate 15. The fourth plate 14 has an opening B14 that connects the opening B13 in the third plate 13 and the opening B15 in the fifth plate 15.

[0239] According to this structure, since the flow path B is formed by a plurality of plate-like members 13, 14, and 15, the flow path B can be freely arranged three-dimensionally. Therefore, compared with the case where the flow path B is formed in a single-layer tube seat, the flow path B can be made denser and more complex.

[0240] The regulating valves 50 and 51 of this embodiment are pilot pressure regulating valves that output a pilot pressure by adjusting the pressure of compressed air input from the input port 5 based on the pressure of air springs 50d and 51d that bear the vehicle load. A flow path A connecting the input port 5 and the pilot pressure regulating valves 50 and 51 is formed by a plurality of plate-shaped members 14, 15, 16, 17, 22, and 23.

[0241] According to this configuration, leakage of compressed air can be suppressed, and the flow paths connecting the input port 5 and the pilot pressure regulating valves 50 and 51 can be made denser and more complicated.

[0242] The pipe header 10 of this embodiment includes an air spring port 6 for inputting pressure from air springs 50d and 51d that bear the vehicle's load. The brake control device 1 includes an air spring pressure sensor 43 that detects the pressure of the air input from the air spring port 6. The flow path R connecting the air spring port 6 and the air spring pressure sensor 43 and the flow path A connecting the input port 5 and the pilot pressure regulating valves 50 and 51 are formed by a plurality of plate-like members 11 to 17 and 21 to 23. With this structure, the flow path R connecting the air spring port 6 and the air spring pressure sensor 43 is also formed by a single laminated pipe header 10, thereby enabling further miniaturization.

[0243] The pilot pressure regulating valves 30 and 31 and the air spring pressure sensors 41 and 43 of the present embodiment are fixed to the same side surface of the pipe seat 10 .

[0244] According to this structure, the pilot pressure regulating valves 30, 31 and the air spring pressure sensors 41, 43 are fixed to the same side of the pipe seat 10. Therefore, compared with the case where the pilot pressure regulating valves 30, 31 and the air spring pressure sensors 41, 43 are fixed to different sides of the pipe seat 10, it is easier for the operator to access them during maintenance.

[0245] The brake control device 1 of this embodiment includes a pilot pressure sensor 42B that detects the pilot pressure output by the pilot pressure regulating valves 50 and 51. A flow path M connecting the pilot pressure regulating valves 50 and 51 and the pilot pressure sensor 42B is formed by a plurality of plate-shaped members 11 to 17 and 20 to 24. The pilot pressure sensor 42B and the air spring pressure sensors 41 and 43 are fixed to the same side surface of the pipe seat 10.

[0246] According to this structure, the pilot pressure sensor 42B and the air spring pressure sensors 41 and 43 are fixed to the same side of the pipe base 10. Therefore, compared with the case where the pilot pressure sensor 42B and the air spring pressure sensors 41 and 43 are fixed to different sides of the pipe base 10, it is easier for the operator to access them during maintenance.

[0247] The outermost plate-shaped members 11 and 17 among the plurality of plate-shaped members 11 to 17 and 20 to 24 of the present embodiment have valve mounting openings 10 a to which the pilot pressure regulating valves 50 and 51 are mounted.

[0248] According to this configuration, the pilot pressure regulating valves 50 and 51 can be fastened with bolts using the valve mounting openings 10 a in the outermost plate-shaped members 11 and 17 .

[0249] The brake control device 1 of this embodiment includes a pilot pressure sensor 42B that detects the pilot pressure output by the pilot pressure regulating valves 50 and 51. The outermost sub-plate 20 among the plurality of plate-like members 11 to 17 and 20 to 24 has a sensor mounting opening 10b to which the pilot pressure sensor 42B is mounted.

[0250] According to this configuration, the pilot pressure sensor 42B can be fastened with bolts using the sensor mounting opening 10 b in the sub-plate 20 on the outermost surface.

[0251] The pilot pressure regulating valves 30 and 31 and the pilot pressure sensor 42B of the present embodiment are fixed to the same side surface of the pipe seat 10 .

[0252] According to this structure, the pilot pressure regulating valves 30, 31 and the pilot pressure sensor 42B are fixed to the same side surface of the pipe seat 10. Therefore, compared with a case where the pilot pressure regulating valves 30, 31 and the pilot pressure sensor 42B are fixed to different sides of the pipe seat 10, the operator can easily access them during maintenance.

[0253] The plurality of plate-like members 11 to 17, 20 to 24 of this embodiment include a sub-plate 20 having a sensor mounting opening 10b for mounting a pilot pressure sensor 42B, and a fourth brazing plate 24 having a flow path M connecting the pilot pressure regulating valves 50 and 51 to the pilot pressure sensor 42B. The sub-plate 20 is formed from a metal having superior corrosion resistance to the metal forming the fourth brazing plate 24.

[0254] According to this configuration, even when moisture accumulates around the sensor mounting opening 10 b where the pilot pressure sensor 42B is mounted, it is possible to suppress rusting of the sub-plate 20 .

[0255] The manufacturing method of the brake control device according to this embodiment includes the following steps: a pipe socket manufacturing step, in which a pipe socket 10 having an input port 5 for inputting compressed air from an air supply tank 2 is manufactured; and a fixing step, in which regulating valves 30-35 and pressure sensors 41-43 are fixed to the pipe socket 10. The regulating valves 30-35 adjust the flow rate or pressure of the compressed air input from the input port 5 to output working air for operating the brake cylinder 3. In the pipe socket manufacturing step, a plurality of plate-like members 11-17 and 20-24 are stacked and metal-bonded to each other. These plate-like members 11-17 and 20-24 form flow paths A-W connecting the input port 5 and the regulating valves 30-35. In the fixing step, the regulating valves 30-35 and pressure sensors 41-43 are fastened to the surface of the pipe socket 10 using bolts.

[0256] According to this method, by forming the flow paths A-W connecting the input port 5 and the regulating valves 30-35 with multiple plate-like members 11-17, 20-24, the flow paths A-W can be freely arranged three-dimensionally. This allows for a higher density and greater complexity of the flow paths A-W compared to a case where the flow paths A-W are formed on a single-layered tube socket. Furthermore, by stacking and metallically bonding multiple plate-like members 11-17, 20-24, the metal bonding provides a higher bond strength than conventional adhesive bonding, thus suppressing compressed air leakage. This allows for a higher density and greater complexity of the flow paths A-W while suppressing compressed air leakage.

[0257] <Second embodiment>

[0258] <Brake control system>

[0259] Figure 18 It is a plan view of a brake control device 201 according to the second embodiment. Figure 19 is included Figure 18 The XIX-XIX section is included in the figure.

[0260] While the first embodiment described above illustrates an example in which the relay valve is installed outside the pipe seat, the present invention is not limited thereto. For example, the relay valve may also be installed inside the pipe seat. In the second embodiment, components identical to those in the first embodiment are designated by the same names, and detailed descriptions thereof are omitted.

[0261] like Figure 19 As shown, the brake control device 201 has a pilot pressure port 206 for inputting a pilot pressure (e.g., a pilot pressure outputted by a pilot pressure regulating valve (not shown)). The pilot pressure port 206 is provided on a header 210. The header 210 comprises a plurality of plate-like members 210a that are metal-bonded (e.g., brazed) to each other and stacked.

[0262] The relay valve 220 (an example of a regulating valve) adjusts the flow rate or pressure of compressed air (an example of a fluid input from an input port) input from the input port 205 based on the pressure of the pilot pressure input from the pilot pressure port 206. The relay valve 220 receives the pressure regulated by the air supply valve and exhaust valve (not shown) as the pilot pressure input and outputs the brake pressure from the output port 207. The flow path 211 connecting the input port 205 and the relay valve 220 is formed by multiple plate-like members 210a. The flow path 212 connecting the pilot pressure port 206 and the relay valve 220 is also formed by multiple plate-like members 210a.

[0263] A plurality of relay valves 220 are provided (for example, two in this embodiment). The two relay valves 220 are a first relay valve 220A that outputs compressed air (an example of a fluid) to a first brake cylinder 203A (an example of a first braking device) for braking one front-rear wheel (an example of a first wheel) of a bogie, and a second relay valve 220B that outputs compressed air (an example of a fluid) to a second brake cylinder 203B (an example of a second braking device) for controlling the other front-rear wheel (an example of a second wheel) of a bogie.

[0264] The first relay valve 220A and the second relay valve 220B are arranged with a gap between them in the fore-aft direction of the bogie. The first relay valve 220A is positioned closer to the -X side than the second relay valve 220B. In the figures, the components of one of the two relay valves 220A and 220B (the first relay valve 220A on the -X side) are denoted by the reference numeral A at the end, while the components of the other (the second relay valve 220B on the +X side) are denoted by the reference numeral B at the end. However, where no distinction is necessary, the suffixes are omitted for clarity.

[0265] like Figure 18 As shown, input ports 205A and 205B are provided corresponding to the relay valves 220A and 220B, respectively. The input ports 205A and 205B are the first input port 205A for inputting compressed air (an example of a fluid) from the first air supply tank 202A (an example of an air source or a fluid source) to the first relay valve 220A, and the second input port 205B for inputting compressed air (an example of a fluid) from the second air supply tank 202B (an example of an air source or a fluid source) to the second relay valve 220B.

[0266] The number of air supply tanks (air sources) is not limited to the above number and can be changed according to the required specifications. For example, compressed air can be input from one air supply tank (an example of an air source) to each input port 205A, 205B.

[0267] like Figure 19 As shown, pilot pressure ports 206A and 206B are provided corresponding to the relay valves 220A and 220B, respectively. The pilot pressure ports 206A and 206B are a first pilot pressure port 206A for inputting a pilot pressure to the first relay valve 220A and a second pilot pressure port 206B for inputting a pilot pressure to the second relay valve 220B.

[0268] The output ports 207A and 207B are provided corresponding to the relay valves 220A and 220B, respectively. The output ports 207A and 207B are a first output port 207A for outputting compressed air to the first brake cylinder 203A and a second output port 207B for outputting compressed air to the second brake cylinder 203B.

[0269] The flow path 211A connecting the first input port 205A and the first relay valve 220A is formed by multiple plate-shaped members 210a. The flow path 212A connecting the first pilot pressure port 206A and the first relay valve 220A is formed by multiple plate-shaped members 210a. The flow path 213A connecting the first relay valve 220A and the first output port 207A is formed by multiple plate-shaped members 210a.

[0270] The flow path 211B connecting the second input port 205B and the second relay valve 220B is formed by multiple plate-shaped members 210a. The flow path 212B connecting the second pilot pressure port 206B and the second relay valve 220B is formed by multiple plate-shaped members 210a. The flow path 213B connecting the second relay valve 220B and the second output port 207B is formed by multiple plate-shaped members 210a.

[0271] like Figure 18 As shown, the flow path 211A connecting the first input port 205A and the first relay valve 220A is configured to bypass the second relay valve 220B. Specifically, in a plan view, the flow path 211A connecting the first input port 205A and the first relay valve 220A extends from the port of the first relay valve 220A (the input port of the input chamber 221) toward the +X side, then extends obliquely toward the +Y side of the second relay valve 220B, and then extends obliquely toward the +X side of the second relay valve 220B.

[0272] like Figure 19 As shown, the relay valve 220 includes: an input chamber 221, which has an input port (in other words, a port connected to the flow path 211); an output chamber 222, which has an output port (in other words, a port connected to the flow path 213); a control chamber 223, which has a pilot port (in other words, a port connected to the pilot pressure port 206); and a discharge chamber 224, which has an exhaust port (in other words, a port connected to the exhaust port 208).

[0273] Initial pressure is input to the input chamber 221 via the input port 205. Pilot pressure is input to the control chamber 223 via the pilot port. The output chamber 222 generates a brake pressure corresponding to the pilot pressure and outputs it via the output port. The discharge chamber 224 exhausts excess pressure via the discharge port.

[0274] The relay valve 220 includes a hollow piston 225, a diaphragm 226, a spring 227, a valve core 228, and a spring 229. Furthermore, a throttle 231 is provided between the spring chamber 230, which houses the spring 227, and the output chamber 222 to prevent the piston 225 from reacting too sensitively to transient changes in the output chamber 222.

[0275] The piston 225 is provided so as to be movable in the vertical direction. The diaphragm 226 is provided so as to extend laterally from the piston 225. The diaphragm 226 supports the piston 225 so as to be reciprocable in the vertical direction.

[0276] The two relay valves 220A and 220B are arranged side by side with a gap therebetween so that the diaphragms 226 are adjacent to each other. The arrangement positions of the relay valves 220A and 220B are not limited to the above-mentioned positions and can be changed according to the required specifications.

[0277] Diaphragm 226 is flexed by the pressure difference between the air pressure in control chamber 223 and the air pressure in output chamber 222, displacing piston 225 while overcoming the elastic force (restoring force) of spring 227. When piston 225 is displaced upward, valve element 228 moves upward while overcoming the elastic force (restoring force) of spring 229, thereby establishing communication between input chamber 221 and output chamber 222.

[0278] When the pressure difference between the air pressure in the control chamber 223 and the air pressure in the output chamber 222 disappears, the piston 225 moves downward. When the piston 225 moves downward, the valve element 228 moves downward due to the spring 229, and the input chamber 221 and the output chamber 222 are disconnected.

[0279] When piston 225 displaces downward, output chamber 222 and discharge chamber 224 communicate with each other via the hollow portion of piston 225. At this point, the output pressure also flows into spring chamber 230 via throttle 231, acting to depress piston 225. Furthermore, when the pressure differential between the pressure in control chamber 223 and the output pressure (in spring chamber 230) disappears, piston 225 displaces upward, and output chamber 222 and discharge chamber 224 become disconnected. In other words, compressed air in input chamber 221 flows into output chamber 222, or compressed air in output chamber 222 is discharged into discharge chamber 224, thereby adjusting the pressure in output chamber 222 to the brake pressure corresponding to the pilot pressure.

[0280] like Figure 18As shown, the brake control device 201 may also include forced release valves 240A and 240B that forcibly exhaust the brake pressure output from the relay valves 220A and 220B at a predetermined time (for example, when the output from the release solenoid valve (not shown) is input as a pilot pressure). In the example shown in the figure, two forced release valves 240A and 240B are provided corresponding to the two relay valves 220A and 220B.

[0281] The forced release valves 240A and 240B have a shape that is elongated in the front-to-back direction. That is, the longitudinal direction of the forced release valves 240A and 240B is perpendicular to the direction of movement of the pistons 225 of the relay valves 220A and 220B (the direction in which the pistons 225 move in the vertical direction). One forced release valve 240A is positioned on the -Y side relative to the relay valve 220A in a plan view. The other forced release valve 240B is positioned on the +Y side relative to the relay valve 220B in a plan view.

[0282] As described above, the brake control device 201 of this embodiment includes a pilot pressure port 206 for inputting a pilot pressure. The regulating valve 220 is a relay valve that adjusts the flow rate or pressure of compressed air input from the input port 205 according to the pressure of the pilot pressure input from the pilot pressure port 206. The flow path 211 connecting the input port 205 and the relay valve 220, and the flow path 212 connecting the pilot pressure port 206 and the relay valve 220 are formed by a plurality of plate-shaped members 210a.

[0283] According to this configuration, in a structure in which the relay valve 220 is provided inside the pipe seat 210 , leakage of compressed air can be suppressed, and the flow paths 211 and 212 can be made denser and more complicated.

[0284] The relay valves 220A and 220B of this embodiment include a first relay valve 220A that outputs compressed air to a first brake cylinder 203A for braking a first wheel of a bogie, and a second relay valve 220B that outputs compressed air to a second brake cylinder 203B for braking a second wheel of the bogie, different from the first wheel. The input ports 205A and 205B include a first input port 205A for inputting compressed air from a first air supply tank 202A to the first relay valve 220A, and a second input port 205B for inputting compressed air from a second air supply tank 202B to the second relay valve 220B. The pilot pressure ports 206A and 206B include a first pilot pressure port 206A for inputting pilot pressure to the first relay valve 220A, and a second pilot pressure port 206B for inputting pilot pressure to the second relay valve 220B. The flow path 211A connecting the first input port 205A and the first relay valve 220A, the flow path 212A connecting the first pilot pressure port 206A and the first relay valve 220A, the flow path 211B connecting the second input port 205B and the second relay valve 220B, and the flow path 212B connecting the second pilot pressure port 206B and the second relay valve 220B are formed by multiple plate-like members 210a.

[0285] This configuration allows for more precise braking performance compared to a configuration with only one relay valve 220. Furthermore, in a configuration in which two relay valves 220A and 220B are provided inside the pipe seat 210, leakage of compressed air can be suppressed while increasing the density and complexity of the flow paths 211A, 211B, 212A, and 212B.

[0286] In the brake control device 201 of this embodiment, the first relay valve 220A and the second relay valve 220B are arranged so as to be spaced apart from each other in the front-rear direction of the bogie. The flow path 211A connecting the first input port 205A and the first relay valve 220A is configured to bypass the second relay valve 220B.

[0287] According to this configuration, the thickness of the brake control device 201 in the width direction can be suppressed compared to a case where the two relay valves 220 are arranged at a distance from each other in the width direction of the vehicle.

[0288] <Third embodiment>

[0289] Dehumidification device

[0290] Figure 20 It is a top view of the dehumidification device 301 of the third embodiment. Figure 21 It is from Figure 20 Side view as viewed from direction XXI.

[0291] In the first and second embodiments described above, a brake control device as a control device for a brake device for braking a railway vehicle (vehicle) (air brake) is cited as an example for description, but the invention is not limited to this. For example, the present invention can also be applied to a dehumidification device for dehumidifying compressed air (an example of a fluid used to generate braking force) used in a railway vehicle (vehicle) to generate braking force. Compressed air generated by an air compressor (not shown) flows into the dehumidification device. The compressed air dehumidified by the dehumidification device is then stored in a compressed air tank (not shown). The compressed air stored in the compressed air tank is used as needed.

[0292] like Figure 20 As shown, the dehumidification device 301 has a shell 310, which has: a dehumidification section inlet 305 through which compressed air flows in from the upstream side in the flow direction of the compressed air; a dehumidification section outlet 306 through which the dehumidified compressed air flows out; and a flow path 311 connecting the dehumidification section inlet 305 and the dehumidification section outlet 306.

[0293] The housing 310 is formed in a rectangular parallelepiped shape having long sides in the X direction and short sides in the Y direction. Figure 21 As shown, a plurality of (nine in the example shown in the figure) plate-shaped members 310a of the housing 310 are stacked one on another in the Z direction. The plurality of plate-shaped members 310a of the housing 310 are brazed to one another (an example of metal joining).

[0294] Furthermore, the method of joining the plurality of plate-shaped members 310 a is not limited to brazing, and may be other interface joining or fusion joining, and can be changed according to required specifications.

[0295] like Figure 20 As shown, the dehumidification device 301 may also include: a waste liquid separation section 320, which is arranged on the upstream side in the flow direction of the compressed air; a first dehumidification section 321, which is arranged on the downstream side of the waste liquid separation section 320 in the flow direction of the compressed air; and a second dehumidification section 322, which is arranged on the downstream side of the first dehumidification section 321 in the flow direction of the compressed air.

[0296] The waste liquid separation unit 320 removes waste liquid (such as oil and water, etc.) contained in the compressed air generated by the air compressor (not shown). For example, the waste liquid separation unit 320 can also be provided at one end (such as the -X end) in the front-to-back direction of the housing 310. For example, the waste liquid separation unit 320 can also have a spiral flow path (not shown) connected to the dehumidification unit inlet 305 and formed in a spiral shape. For example, the waste liquid contained in the compressed air adheres to the inner wall surface of the spiral flow path when passing through the spiral flow path of the waste liquid separation unit 320, and is thereby removed from the compressed air. The compressed air after the waste liquid is separated by the waste liquid separation unit 320 flows into the first dehumidification unit 321 via the outflow port of the waste liquid separation unit 320.

[0297] The first dehumidifier 321 dehumidifies the compressed air from the waste liquid separation section 320. For example, the first dehumidifier 321 may be arranged in the middle portion of the front-to-back direction of the housing 310. For example, a plurality of the first dehumidifiers 321 may be arranged in a manner spaced apart in the front-to-back direction (two in the example shown in the figure). For example, the first dehumidifier 321 may be a so-called hollow fiber membrane type dehumidifier having a plurality of hollow fiber membranes (not shown) arranged in the housing 310. For example, in the hollow fiber membrane, the water vapor contained in the compressed air passing through the inside is allowed to pass through the outside of the membrane portion, thereby generating dehumidified compressed air. The compressed air dehumidified by the first dehumidifier 321 flows into the second dehumidifier 322 via the outlet of the first dehumidifier 321.

[0298] The second dehumidifier 322 dehumidifies the compressed air from the first dehumidifier 321. For example, the second dehumidifier 322 may be provided at the other end portion (e.g., the +X end portion) in the front-to-rear direction of the housing 310. For example, the second dehumidifier 322 may be a so-called adsorption-type dehumidifier having an adsorbent (e.g., silica gel, etc.) not shown in the figure provided in the housing 310. For example, the moisture contained in the compressed air is adsorbed by the adsorption material, thereby generating dehumidified compressed air. The compressed air dehumidified by the second dehumidifier 322 is stored in a compressed air tank not shown in the figure via the outlet of the second dehumidifier 322 (an example of the dehumidifier outlet 306) and is used as needed.

[0299] In addition, the installation form of the waste liquid separator 320, the first dehumidifier 321, and the second dehumidifier 322 is not limited to the above-mentioned form, and can be changed according to the required specifications.

[0300] The flow path 311 connecting the dehumidification unit inlet 305 and the dehumidification unit outlet 306 is composed of a plurality of ( Figure 21For example, the flow path 311 connecting the dehumidifier inlet 305 and the dehumidifier outlet 306 may be composed of a flow path 311A ​​connecting the dehumidifier inlet 305 and the outlet of the waste liquid separator 320, a flow path 311B connecting the outlet of the waste liquid separator 320 and the outlet of the first dehumidifier 321, and a flow path 311C connecting the outlet of the first dehumidifier 321 and the outlet of the second dehumidifier 322.

[0301] As described above, the dehumidifier 301 of this embodiment is used to dehumidify compressed air used to generate braking force in a vehicle. The dehumidifier 301 includes a housing 310 having a dehumidifier inlet 305, through which compressed air flows from upstream in the compressed air flow direction; a dehumidifier outlet 306, through which the dehumidified compressed air flows out; and a flow path 311 connecting the dehumidifier inlet 305 and the dehumidifier outlet 306. The housing 310 comprises a plurality of plate-like members 310a that are metal-bonded and stacked. The flow path 311 is formed by the plurality of plate-like members 310a.

[0302] According to this structure, since the flow path 311 is formed by multiple plate-like members 310a, the flow path 311 can be freely arranged three-dimensionally. Therefore, compared to a case where the flow path 311 is formed in a single-layer housing 310, the flow path 311 can be made denser and more complex. In addition, the multiple plate-like members 310a of the housing 310 are metal-bonded and stacked together. This metal bonding has a higher bonding strength than conventional bonding using adhesives, thus suppressing compressed air leakage. Thus, compressed air leakage can be suppressed while the flow path 311 can be made denser and more complex.

[0303] In addition, the protective scope of the present invention is not limited to the above-mentioned embodiment, and various changes can be added without departing from the scope of the present invention.

[0304] In the above embodiments, the flow path is described as being formed by multiple plate-like members, but the present invention is not limited to this. For example, the aforementioned tube base or housing may also include a flow path formed by a single plate-like member. For example, the shape of the flow path can be changed according to the required specifications.

[0305] In the above embodiment, the fluid is air as an example for description, but the invention is not limited to this. For example, the fluid can be a gas other than air, or a liquid such as oil or water. For example, the form of the fluid can be changed according to the required specifications.

[0306] In the first embodiment described above, the brake control device is described as follows: it includes a pipe socket having an input port for receiving compressed air from an air supply tank; and a regulating valve that adjusts the flow rate or pressure of the compressed air input from the input port to output working air for operating the brake cylinder. However, this is not limiting. For example, the brake control device may also include a pipe socket having an input port for receiving oil from a supply tank; and a regulating valve that adjusts the flow rate or pressure of the oil input from the input port to output working oil for operating the brake cylinder. For example, the brake control device is not limited to a device driven by gas such as working air; it may also be a device driven by oil pressure or water pressure. For example, the configuration of the brake control device can be modified according to the required specifications.

[0307] In the second embodiment described above, the regulating valve is described as a relay valve that adjusts the flow rate or pressure of compressed air input from the input port based on the pressure of the pilot pressure input from the pilot pressure port. However, this is not limiting. For example, the regulating valve may also be a relay valve that adjusts the flow rate or pressure of oil input from the input port based on the pressure of the pilot pressure input from the pilot pressure port. For example, the regulating valve is not limited to a relay valve that adjusts the flow rate or pressure of gases such as compressed air; it may also be a relay valve that adjusts the flow rate or pressure of liquids such as oil or water. For example, the configuration of the regulating valve can be modified according to the required specifications.

[0308] While the third embodiment described above exemplifies the dehumidification device as being used to dehumidify compressed air used to generate braking force in a railway vehicle (vehicle), the present invention is not limited thereto. For example, the dehumidification device may also be applied to vehicles other than railway vehicles, such as automobiles. For example, the dehumidification device may be applied not only to vehicles but also to mobile objects other than vehicles, such as aircraft and ships. For example, the dehumidification device may also be used to dehumidify gases other than compressed air. For example, the configuration of the dehumidification device may be modified according to the required specifications.

[0309] In the above-mentioned first embodiment, the following example is cited for explanation: a plurality of plate-like members include a plate-like member having a first thickness and a plate-like member having a second thickness thicker than the first thickness, and the flow path is formed by alternatingly overlapping the plate-like member having the first thickness and the plate-like member having the second thickness, but is not limited to this.

[0310] For example, Figure 22 As shown, the tube seat 410 may be configured such that a plate-like member 411 having a first thickness and a plate-like member 412 having a second thickness thicker than the first thickness are metal-bonded (e.g., brazed) to each other and stacked, and the plate-like member 412 having the second thickness has a reservoir 430 that is recessed relative to the joint surface with the plate-like member 411 having the first thickness in the thickness direction (Z direction). Figure 22 In the example, the reservoir 430 is provided at a position different from the flow path 420 in the plate-shaped member 412 having the second thickness and is a recessed portion recessed downward from the upper surface of the plate-shaped member 412 having the second thickness.

[0311] According to this structure, when the plate-shaped member 411 having the first thickness and the plate-shaped member 412 having the second thickness are metal-bonded (for example, by brazing), the molten solder flows into the reservoir 430 and is accumulated, thereby preventing the solder from accumulating in the flow path 420 .

[0312] Furthermore, the reservoir is not limited to being provided in the plate-shaped member constituting the pipe seat of the brake control device, but may also be provided in the plate-shaped member constituting the housing of the dehumidifier. For example, the arrangement of the reservoir can be changed according to the required specifications.

[0313] exist Figure 22 In the example, the plate-shaped member having the second thickness has a reservoir that is recessed in the thickness direction relative to the joining surface with the plate-shaped member having the first thickness, but the present invention is not limited thereto.

[0314] For example, Figure 23 As shown, the tube seat 510 may be formed by metal bonding (e.g., brazing) of a plate-like member 511 having a first thickness and a plate-like member 512 having a second thickness thicker than the first thickness and stacked, and the plate-like member 512 having the second thickness has an inclined surface 521 that divides and forms a flow path 520 and is inclined relative to the thickness direction (Z direction). Figure 23 In the example of , the inclined surface 521 constitutes the two side walls of the flow path 520. Figure 23 In the example, the flow path 520 is formed into an inverted trapezoidal cross-sectional shape.

[0315] According to this structure, when the plate-like member 511 having the first thickness and the plate-like member 512 having the second thickness are metal-bonded (e.g., brazed), the molten solder flows toward the inclined surface 521 of the flow path 520 and stays there, thereby preventing the solder from accumulating at the bottom of the flow path 520.

[0316] Furthermore, the components in the above-described embodiments may be replaced with well-known components without departing from the spirit of the present invention.

[0317] In the embodiments disclosed in this specification, a component composed of multiple objects may be integrated into one piece, or a component composed of one object may be divided into multiple pieces. Regardless of whether or not the components are integrated, they may be configured in a manner that achieves the purpose of the invention.

Claims

1. A brake control device comprising: a header having at least one input port for inputting fluid from a fluid source; and a regulating valve that adjusts the flow rate or pressure of the fluid input from the input port and outputs the fluid for operating the brake device; The plurality of plate-like members of the pipe base are metal-bonded and stacked, and a flow path connected to the input port and the regulating valve is formed by the plurality of plate-like members. The plurality of plate-like members include a plate-like member having a first thickness and a plate-like member having a second thickness thicker than the first thickness. The flow path is formed by alternately overlapping the plate-like members having the first thickness and the plate-like members having the second thickness. The plate-shaped member having the second thickness has a reservoir portion that is recessed in the thickness direction relative to a joining surface with the plate-shaped member having the first thickness.

2. The brake control device according to claim 1, wherein: The plurality of plate-like members include: a plate-shaped member having a first flow path extending in an in-plane direction; a plate-shaped member having a second flow path extending in the in-plane direction; and A plate-shaped member having only a hole is provided between the plate-shaped member having the first flow path and the plate-shaped member having the second flow path, wherein the hole connects one end of the first flow path and one end of the second flow path.

3. The brake control device according to claim 1 or 2, wherein: The plurality of plate-like members include: a plate-shaped member having a first hole; a plate-like member having a second hole; and The plate-shaped member having a third flow path is provided between the plate-shaped member having the first hole and the plate-shaped member having the second hole, wherein the third flow path connects the first hole and the second hole.

4. The brake control device according to claim 1 or 2, wherein: The regulating valve is a pilot pressure regulating valve that adjusts the pressure of the fluid input from the input port based on the pressure of a fluid spring that receives a load of the vehicle to output a pilot pressure. A flow path connecting the input port and the pilot pressure regulating valve is formed by the plurality of plate-shaped members.

5. The brake control device according to claim 4, wherein: The pipe seat also has a fluid spring port for inputting the pressure of a fluid spring that bears the load of the vehicle. The brake control device further includes a fluid spring pressure sensor for detecting the pressure of the fluid input from the fluid spring port. A flow path connecting the fluid spring port and the fluid spring pressure sensor and a flow path connecting the input port and the pilot pressure regulating valve are formed by the plurality of plate-shaped members.

6. The brake control device according to claim 5, wherein: The pilot pressure regulating valve and the fluid spring pressure sensor are fixed to the same side surface of the pipe seat.

7. The brake control device according to claim 5, wherein: The brake control device further includes a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve. A flow path connecting the pilot pressure regulating valve and the pilot pressure sensor is formed by the plurality of plate-like members. The pilot pressure sensor and the fluid spring pressure sensor are fixed to the same side of the pipe seat.

8. The brake control device according to claim 5, wherein: The outermost plate-shaped member among the plurality of plate-shaped members includes a valve fastening portion to which the pilot pressure regulating valve is mounted.

9. The brake control device according to claim 5, wherein: The brake control device further includes a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve. The outermost plate-shaped member among the plurality of plate-shaped members has a sensor fastening portion to which the pilot pressure sensor is mounted.

10. The brake control device according to claim 5, wherein: The brake control device further includes a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve. The pilot pressure regulating valve and the pilot pressure sensor are fixed to the same side surface of the pipe seat.

11. The brake control device according to claim 5, wherein: The brake control device further includes a pilot pressure sensor for detecting the pilot pressure output by the pilot pressure regulating valve. The plurality of plate-like members include: a plate-shaped member having a sensor fastening portion to which the pilot pressure sensor is mounted; and a plate-shaped member having a fourth flow path connecting the pilot pressure regulating valve and the pilot pressure sensor, The plate-shaped member having the sensor fastening portion is formed of a metal having better corrosion resistance than the metal forming the plate-shaped member having the fourth flow path.

12. The brake control device according to claim 1 or 2, wherein: The brake control device further comprises at least one pilot pressure port for inputting a pilot pressure. The regulating valve is at least one relay valve that adjusts the flow rate or pressure of the fluid input from the input port according to the pressure of the pilot pressure input from the pilot pressure port. A flow path connecting the input port and the relay valve and a flow path connecting the pilot pressure port and the relay valve are formed by the plurality of plate-shaped members.

13. The brake control device according to claim 12, wherein: The relay valve comprises: a first relay valve that outputs fluid to a first braking device for braking a first wheel in one bogie; and a second relay valve configured to output fluid to a second braking device in order to brake a second wheel different from the first wheel in the one bogie; The input port includes: a first input port for inputting fluid from the fluid source to the first relay valve; and a second input port for inputting fluid from the fluid source to the second relay valve; The pilot pressure port includes: a first pilot pressure port for inputting a pilot pressure to the first relay valve; and a second pilot pressure port for inputting a pilot pressure to the second relay valve; The flow path connecting the first input port and the first relay valve, the flow path connecting the first pilot pressure port and the first relay valve, the flow path connecting the second input port and the second relay valve, and the flow path connecting the second pilot pressure port and the second relay valve are formed by the plurality of plate-shaped members.

14. The brake control device according to claim 13, wherein: The first relay valve and the second relay valve are arranged to be spaced apart from each other in the front-rear direction of the one bogie. The flow path connecting the first input port and the first relay valve is configured to bypass the second relay valve.

15. A dehumidification device for dehumidifying a fluid used to generate a braking force, wherein: The dehumidifier includes a housing having a dehumidifier inlet into which the fluid flows from an upstream side in the flow direction of the fluid, a dehumidifier outlet through which the dehumidified fluid flows out, and a flow path connecting the dehumidifier inlet and the dehumidifier outlet. The plurality of plate-like members of the housing are metal-bonded and stacked, and the flow path is formed by the plurality of plate-like members. The plurality of plate-like members include a plate-like member having a first thickness and a plate-like member having a second thickness thicker than the first thickness. The flow path is formed by alternately overlapping the plate-like members having the first thickness and the plate-like members having the second thickness. The plate-shaped member having the second thickness has a reservoir portion that is recessed in the thickness direction relative to a joining surface with the plate-shaped member having the first thickness.

16. A method for manufacturing a brake control device, comprising the following steps: a tube socket manufacturing process, in which a tube socket having an input port for inputting fluid from a fluid source is manufactured; and A fixing step in which a regulating valve and a pressure sensor are fixed to the pipe seat. The regulating valve adjusts the flow rate or pressure of the fluid input from the input port to output the fluid for operating the brake device. In the tube seat manufacturing process, a plurality of plate-like members are stacked and metal-bonded to each other, and a flow path connecting the input port and the regulating valve is formed by the plurality of plate-like members. In the fixing step, the regulating valve and the pressure sensor are fastened to the surface of the pipe seat by bolts. The plurality of plate-like members include a plate-like member having a first thickness and a plate-like member having a second thickness thicker than the first thickness. The flow path is formed by alternately overlapping the plate-like members having the first thickness and the plate-like members having the second thickness. The plate-shaped member having the second thickness has a reservoir portion that is recessed in the thickness direction relative to a joining surface with the plate-shaped member having the first thickness.

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