Brake control device, dehumidifying device, and method for manufacturing brake control device

Abstract

To provide a brake control device which can increase density and complexity of a flow channel, a dehumidifier, and a brake control device manufacturing method.SOLUTION: A brake control device 1 comprises: a pipe seat 10 having an input port to which compressed air is inputted from a supply air tank; and adjusting valves 30 to 35 which adjust a flow rate or a pressure inputted from the input port, and output operation air for operating a brake cylinder. In the pipe seat 10, a plurality plate-like members 11 to 17, 20 are metal-joined with each other and are laminated. A flow channel connecting the input port and the adjusting valves 30 to 35 is formed by the plurality of plate-like members 11 to 17, 20.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] Conventionally, a brake control device, which is a control device for a brake device for braking (air braking) a railway vehicle, is known. The brake control device includes a pipe seat having an input port into which compressed air is input from an air source, and an adjustment valve that adjusts the flow rate or pressure of the compressed air input from the input port and outputs operating air for operating the brake device. For example, Patent Document 1 discloses a configuration including a pipe seat fixed to a frame, a valve block fixed to the pipe seat, a plate fixed to the upper surface of the valve block, a load-responsive valve fixed to the valve block, and a controller that performs various controls related to braking. The pipe seat of Patent Document 1 has a first surface having an external port connected to an air supply source and a brake side, and a second surface to which the valve block is connected. Inside the pipe seat, a flow path connecting the ports between the first surface and the second surface is formed in a predetermined path according to the arrangement of the valve block. On the other hand, as a pipe seat, a so-called drilled pipe seat in which an air passage is formed by performing drilling (hole machining with a drill) on a block material is known.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the case of a drilled pipe seat, depending on the mode of the air passage formed in the pipe seat, unnecessary surplus material remains inside the pipe seat, so there is room for improvement in densifying and complicating the air passage. Therefore, a technology that can increase the density and complexity of flow paths is required.

[0005] The present invention has been made to solve the above problems, and an object thereof is to provide a brake control device, a dehumidifying device, and a method for manufacturing a brake control device that can increase the density and complexity of flow paths.

Means for Solving the Problems

[0006] As means for solving the above problems, an aspect of the present invention has the following configuration. (1) The brake control device according to an aspect of the present invention includes a pipe seat having an input port into which fluid is input 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 fluid for operating a brake device. The pipe seat is formed by laminating a plurality of plate-like members that are metallically joined to each other, and a flow path connecting the input port and the regulating valve is formed by the plurality of plate-like members. At least one 。 , 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, and the flow path is formed by alternately stacking the plate-like member having the first thickness and the plate-like member having the second thickness, and the plate-like member having the first thickness has the same shape as the plate-like member having the second thickness adjacent to the plate-like member having the first thickness in a top view

[0007] According to this configuration, since the flow path connecting the input port and the regulating valve is formed by a plurality of plate-like members, the flow path can be freely arranged three-dimensionally. Therefore, compared with the case where the flow path is formed in a single-layer pipe seat, the flow path can be made denser and more complex.

[0009] ( 2 ) In the brake control device described in the above ([ 1 ), the plate-like member having the second thickness may have a reservoir portion that is recessed in the thickness direction from the joint surface with the plate-like member having the first thickness.

[0010] ( 3 ) In the above (1) Or (2)In the brake control device described in [reference], the plurality of plate-like members may include a plate-like member having a first flow path extending in the in-plane direction, a plate-like member having a second flow path extending in the in-plane direction, and a plate-like member provided between the plate-like member having the first flow path and the plate-like member having the second flow path and having only a hole connecting one end of the first flow path and one end of the second flow path.

[0011] ( 4 ) In the brake control device according to any one of the above (1) to ( 3 ), the plurality of plate-like members may include a plate-like member having a first hole, a plate-like member having a second hole, and a plate-like member provided between the plate-like member having the first hole and the plate-like member having the second hole and having a third flow path connecting the first hole and the second hole.

[0012] ( 5 ) In the brake control device according to any one of the above (1) to ( 4 ), 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 the fluid spring that receives the load of the vehicle and outputs a pilot pressure, and the flow path connecting the input port and the pilot pressure regulating valve may be formed by the plurality of plate-like members.

[0013] ( 6 ) In the brake control device according to the above ( 5 ), the pipe seat further includes a fluid spring port to which the pressure of the fluid spring that receives the load of the vehicle is input, the brake control device further includes a fluid spring pressure sensor that detects 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 may be formed by the plurality of plate-like members.

[0014] ( 7 ) In the brake control device according to the above ( 6 ), the pilot pressure regulating valve and the fluid spring pressure sensor may be fixed to the same side surface of the pipe seat.

[0015] ( 8 ) In the brake control device described in the above ( 6 ) or ( 7 ), the brake control device further includes a pilot pressure sensor that detects 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, and the pilot pressure sensor and the fluid spring pressure sensor may be fixed to the same side surface of the pipe seat.

[0016] ( 9 ) In the brake control device according to any one of the above ( 5 ) to ( 8 ), the outermost layer plate-like member among the plurality of plate-like members may have a valve fastening portion to which the pilot pressure regulating valve is attached.

[0017] ( 10 ) In the brake control device according to any one of the above ( 5 ) to ( 9 ), the brake control device further includes a pilot pressure sensor that detects the pilot pressure output by the pilot pressure regulating valve, and the outermost layer plate-like member among the plurality of plate-like members may have a sensor fastening portion to which the pilot pressure sensor is attached.

[0018] ( 11 ) In the brake control device according to any one of the above ( 5 ) to ( 10 ), the brake control device further includes a pilot pressure sensor that detects the pilot pressure output by the pilot pressure regulating valve, and the pilot pressure regulating valve and the pilot pressure sensor may be fixed to the same side surface of the pipe seat.

[0019] ( 12 ) In the brake control device according to any one of the above ( 5 ) to ( 11In the brake control device according to any one of the above items, the brake control device further includes a pilot pressure sensor that detects the pilot pressure output by the pilot pressure adjustment valve, and the plurality of plate-like members include a plate-like member having a sensor fastening portion to which the pilot pressure sensor is attached, and a plate-like member having a fourth flow path that connects the pilot pressure adjustment valve and the pilot pressure sensor. The plate-like member having the sensor fastening portion may be formed of a metal having better corrosion resistance than the metal forming the plate-like member having the fourth flow path.

[0020] ( 13 ) In the brake control device according to any one of the above items (1) to ( 4 ), the brake control device further includes a pilot pressure port to which the pilot pressure is input, and the adjustment valve is a 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. The flow path connecting the input port and the relay valve, and the flow path connecting the pilot pressure port and the relay valve may be formed by the plurality of plate-like members. At least one The adjustment valve is a 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. The flow path connecting the input port and the relay valve, and the flow path connecting the pilot pressure port and the relay valve may be formed by the plurality of plate-like members. At least one The flow path connecting the input port and the relay valve, and the flow path connecting the pilot pressure port and the relay valve may be formed by the plurality of plate-like members.

[0021] ( 14 ) In the above ( 13In the brake control device described in , the relay valve includes a first relay valve that outputs fluid to a first brake device for braking a first wheel of one bogie, and a second relay valve that outputs fluid to a second brake device for braking a second wheel different from the first wheel of 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 pilot pressure to the first relay valve and a second pilot pressure port for inputting pilot pressure to the second relay valve. The flow paths connecting the first input port and the first relay valve, the first pilot pressure port and the first relay valve, the second input port and the second relay valve, and the second pilot pressure port and the second relay valve may be formed by the plurality of plate-like members.

[0022] ( 15 ) In the brake control device described in , the first relay valve and the second relay valve are arranged at intervals in the longitudinal direction of the one bogie, and the flow path connecting the first input port and the first relay valve may be configured to bypass the second relay valve. 14 )

[0023] ( 16 ) The dehumidifying device according to an aspect of the present invention is a dehumidifying device for dehumidifying the fluid used to generate the braking force, and includes a housing having a dehumidifying unit inlet through which the fluid from the upstream side in the flow direction of the fluid flows in, a dehumidifying unit outlet through which the dehumidified fluid flows out, and a flow path connecting the dehumidifying unit inlet and the dehumidifying unit outlet. The housing is formed by laminating a plurality of plate-like members that are metallically joined to each other, and the flow path is formed by the plurality of plate-like members.

[0024] According to this configuration, since the flow path is formed by a plurality of plate-like members, the flow path can be freely arranged three-dimensionally. Therefore, compared with the case where the flow path is formed in a single-layer housing, the flow path can be made denser and more complex.

[0025] ( 17 ) A method for manufacturing a brake control device according to an aspect of the present invention includes a seat manufacturing step of manufacturing a seat having an input port into which fluid is input from a fluid source, and a fixing step of fixing an adjustment valve that adjusts the flow rate or pressure of the fluid input from the input port and outputs fluid for operating a brake device, and a pressure sensor to the seat. In the seat manufacturing step, a plurality of plate-like members are laminated and metallically joined to each other, and a flow path connecting the input port and the adjustment valve is formed by the plurality of plate-like members. In the fixing step, the adjustment valve and the pressure sensor are fastened to the surface of the seat with 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, and the flow path is formed by alternately stacking the plate-like member having the first thickness and the plate-like member having the second thickness, and the plate-like member having the first thickness has the same shape as the plate-like member having the second thickness adjacent to the plate-like member having the first thickness in a top view 。

[0026] According to this method, since the flow path connecting the input port and the adjustment valve is formed by a plurality of plate-like members, the flow path can be freely arranged three-dimensionally. Therefore, compared with the case where the flow path is formed in a single-layer seat, the flow path can be made denser and more complex.

Advantages of the Invention

[0027] According to the present invention, it is possible to provide a brake control device, a dehumidifying device, and a method for manufacturing a brake control device that can make the flow path denser and more complex.

Brief Description of the Drawings

[0028]

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Modes for Carrying Out the Invention

[0029] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, as a brake control device, an example of a brake control device that is a control device for a brake device for braking (air braking) a railway vehicle (vehicle) will be described. In the following description, expressions indicating relative or absolute arrangements such as "parallel", "orthogonal", "center", "coaxial", etc. not only strictly mean such arrangements, but also include states where there are tolerances or relative displacements with angles and distances that can obtain the same function. In the drawings used in the following description, the scales of the respective members are appropriately changed in order to make the respective members recognizable in size.

[0030] <First Embodiment> <Brake Control Device> FIG. 1 is a perspective view of the brake control device 1 according to the first embodiment. FIG. 2 is a block diagram of the brake control device 1 according to the first embodiment. As shown in FIG. 1, the brake control device 1 includes a pipe seat 10, regulating valves 30 to 35, and pressure sensors 41 to 43. In each figure, in the regulating valves 30 to 35 and the pressure sensors 41 to 43, different symbols (for example, A, etc.) are attached to the ends of different components. However, when there is no particular need for distinction, the symbols at the ends will be omitted in the description.

[0031] In the following description, the orthogonal coordinate system of X, Y, and Z will be used for description as necessary. The X direction coincides with the longitudinal direction of the vehicle. The Y direction coincides with the width direction of the vehicle. The Z direction indicates the height direction (gravity direction) of the vehicle that is orthogonal to the X direction and the Y direction. In the following description, among the X direction, Y direction, and Z direction, the side of the arrow in the figure is taken as the plus (+) side, and the side opposite to the arrow is taken as the minus (-) side for description. The +Z side corresponds to the upper side in the gravity direction, and the -Z side corresponds to the lower side in the gravity direction.

[0032] The pipe seat 10 is formed in a rectangular parallelepiped shape having a longitudinal direction in the X direction and a short side in the Y direction. As shown in FIG. 2, the pipe seat 10 includes an input port 5 into which compressed air (an example of a fluid) is input from a supply air tank 2 (an example of an air source and a fluid source) that is a source of the compressed air, an air spring port 6 (an example of a fluid spring port) into which the pressure of an air spring (an example of a fluid spring) that receives the load of the vehicle is input, and an output port 7 from which a predetermined pressure is output.

[0033] The regulating valves 30 to 35 adjust 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, and output the operating air (an example of a fluid for operating the braking device) for operating the brake cylinder 3 (an example of a braking device). A plurality of regulating valves 30 to 35 are provided. The plurality of regulating valves 30 to 35 include various valves such as an air supply valve 30, an exhaust valve 31, a solenoid valve 32, an emergency valve 33, a load-responsive valve 34, and a double check valve 35.

[0034] As shown in FIG. 1, the air supply valve 30, the exhaust valve 31, the solenoid valve 32, and the emergency valve 33 are provided in the +X side region of the upper surface of the pipe seat 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 that does not overlap with the sub-plate 20 on the upper surface of the first plate member 11 that constitutes the pipe seat 10. The air supply valve 30, the exhaust valve 31, the solenoid valve 32, and the emergency valve 33 are fixed to the upper surface (an example of the same side surface of the pipe seat 10) of the pipe seat 10.

[0035] The air supply valves 30A, 30B and the exhaust valves 31A, 31B are provided in the +Y side portion of the region AR1. The air supply valves 30A, 30B and the exhaust valves 31A, 31B are arranged in the order of the exhaust valve 31A, the exhaust valve 31B, the air supply valve 30A, and the air supply valve 30B from the +X end of the pipe seat 10 toward the -X side.

[0036] The intake valve 30C, the exhaust valve 31C, the solenoid valve 32, and the emergency valve 33 are provided in the -Y side portion of the region AR1. The intake valve 30C, the exhaust valve 31C, the solenoid valve 32, and the emergency valve 33 are arranged in this order from the +X end of the pipe seat 10 toward the -X side. The intake valve 30C, the exhaust valve 31C, the solenoid valve 32, and the emergency valve 33 are respectively arranged at positions overlapping the exhaust valve 31A, the exhaust valve 31B, the intake valve 30A, and the intake valve 30B when viewed from the Y direction.

[0037] The load-responsive valve 34 and the double check valve 35 are provided on the lower surface of the pipe seat 10. The load-responsive valve 34 and the double check valve 35 are provided on the lower surface of the seventh plate member 17 constituting the pipe seat 10. The load-responsive 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).

[0038] The load-responsive valve 34 is provided over the +X side region to the X-direction intermediate region (including the -X side closer region) of the lower surface of the pipe seat 10. The double check valve 35 is provided in the -X end side region of the lower surface of the pipe seat 10. The double check valve 35 is provided on the -X side of the load-responsive valve 34. Note that the installation modes (fixed positions) of the respective regulating valves 30 to 35 are not limited to the above and can be changed according to the required specifications.

[0039] A plurality of pressure sensors 41 to 43 are provided. The plurality of 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 (an example of a fluid input from a fluid spring port) input from an air spring port, and a pilot pressure sensor 42 that detects the pilot pressure output by a pilot pressure regulating valve.

[0040] The pressure sensors 41 to 43 are provided in the area AR2 on the -X side of the upper surface of the pipe seat 10. The pressure sensors 41 to 43 are provided on the upper surface of the sub-plate 20 constituting the pipe seat 10. The pressure sensors 41 to 43 are fixed to the upper surface of the pipe seat 10 (an example of the same side of the pipe seat 10). That is, the regulating valves 30 and 31 (an example of a pilot pressure regulating valve) and the air spring pressure sensors 41 and 43 (an example of a fluid spring pressure sensor) are fixed to the upper surface of the pipe seat 10 (an example of the same side of the pipe seat 10). 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 of the pipe seat 10). The regulating valves 30 and 31 (an example of a pilot pressure regulating valve) and the pilot pressure sensor 42 are fixed to the upper surface of the pipe seat 10 (an example of the same side of the pipe seat 10).

[0041] The pilot pressure sensor 42A and the air spring pressure sensors 41A and 41B are provided in the +Y side portion of the area AR2. +X end The pilot pressure sensor 42A is disposed at a position overlapping with the intake valve 30B when viewed from the X direction. Air spring pressure sensors 41A, 41B are integrated with each other as sensor unit 40A. Sensor unit 40A is disposed at a position overlapping with pilot pressure sensor 42A when viewed from the X direction.

[0042] Pilot pressure sensor 42B, air spring pressure sensor 43, and air spring pressure sensors 41C and 41D are provided in the -Y side portion of area AR2. Pilot pressure sensor 42B, air spring pressure sensor 43, and air spring pressure sensors 41C and 41D are lined up in this order from the -X end of subplate 20 toward the -X side. Air spring pressure sensors 41C and 41D are integrated with each other as sensor unit 40B. Sensor unit 40B is disposed at a position overlapping sensor unit 40A when viewed from the Y direction. The pilot pressure sensor 42B and the air spring pressure sensor 43 are integrated with each other as a sensor unit 40C. The sensor unit 40C is arranged at a position overlapping the pilot pressure sensor 42A when viewed from the Y direction. The sensor unit 40C is arranged at a position overlapping the sensor unit 40B when viewed from the X direction. Note that the installation modes (fixed positions) of the pressure sensors 41 to 43 are not limited to the above and can be changed according to the required specifications.

[0043] The brake control device 1 controls the air supply valve 30 and the exhaust valve 31 based on the pressure of the air spring acquired by the air spring pressure sensor 41 to generate a pilot pressure, and outputs a brake pressure corresponding to the generated pilot pressure. As shown in FIG. 2, the brake control device 1 includes a normal pilot pressure generation unit 45 that generates a pilot pressure during normal times, and an emergency pilot pressure generation unit 46 that generates a pilot pressure during emergencies such as power supply abnormalities and failures.

[0044] For example, during normal times, the compressed air input from the input port 5 passes through the normal pilot pressure generation unit 45, the double check valve 35, the solenoid valve 32, and the output port 7, and the flow rate or pressure is adjusted by a relay valve (not shown) and is led to the brake cylinder 3. During normal times, since power is always supplied to the emergency valve 33, it is always closed. Therefore, during normal times, a normal pilot pressure is always output.

[0045] On the other hand, during emergencies, the emergency valve 33 opens because power supply is cut off. During emergencies, the compressed air input from the input port 5 passes through the emergency pilot pressure generation unit 46, the emergency valve 33, the double check valve 35, the solenoid valve 32, and the output port 7, and the flow rate or pressure is adjusted by a relay valve (not shown) and is led to the brake cylinder 3.

[0046] In the example of FIG. 2, the normal pilot pressure generation unit 45 includes two intake valves 30A and 30B and two exhaust valves 31A and 31B. As a result, the capacity per valve can be reduced for each intake valve 30A, 30B and each exhaust valve 31A, 31B, so that the brake control device 1 can be miniaturized.

[0047] Note that the normal pilot pressure generation unit 45 is not limited to including two intake valves 30A, 30B and two exhaust valves 31A, 31B. For example, the normal pilot pressure generation unit 45 may include one intake valve 30 and one exhaust valve 31 each, or may include three or more of each. For example, the number of intake valves 30 and exhaust valves 31 constituting the normal pilot pressure generation unit 45 may be the same as each other or may be different from each other. For example, the configuration mode of the normal pilot pressure generation unit 45 can be changed according to the required specifications.

[0048] The emergency pilot pressure generation unit 46 includes a load-responsive valve 34, an intake valve 30C, an exhaust valve 31C, and a pilot pressure sensor 42B. The load-responsive valve 34 includes a pressure regulating valve 50 (an example of a pilot pressure regulating valve) capable of outputting a pressure corresponding to a load-responsive pressure equivalent to a fully-loaded vehicle, and an output valve 51 (an example of a pilot pressure regulating valve) to which the pressure adjusted by the intake valve 30C and the exhaust valve 31C is input. The load-responsive pressure equivalent to a fully-loaded vehicle means a pressure corresponding to 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 receives the load of the vehicle, and outputs a pilot pressure.

[0049] 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. The original pressure is input to the input chamber 50a through the input port. A full-load guarantee spring 50d (an example of an air spring) for limiting the pressure to a pressure corresponding to the load-responsive pressure equivalent to a fully-loaded vehicle is provided in the pressure regulating chamber 50c.

[0050] The pressure regulating valve 50 includes a piston 50e movably supported with respect to the main body of the pressure regulating valve 50. The piston 50e adjusts the opening amount of an opening formed in the partition between the input chamber 50a and the output chamber 50b by the differential pressure between the pressing force of the full-load guarantee spring 50d and the air pressure in the output chamber 50b. When the differential pressure between the pressing force of the full-load guarantee spring 50d and the air pressure in the output chamber 50b disappears, the piston 50e closes the opening formed in the partition between the input chamber 50a and the output chamber 50b. When the opening formed in the partition between the input chamber 50a and the output chamber 50b opens, the compressed air in the input chamber 50a flows into the output chamber 50b. Then, the pressure in the output chamber 50b is adjusted to a pressure corresponding to the load pressure equivalent to the full load. The pressure adjusted to the pressure corresponding to the load pressure equivalent to the full load is output through the output port.

[0051] The output valve 51 adjusts the source pressure to a load pressure corresponding to the current vehicle load with the passenger on board, using the pressure adjusted by the exhaust valve 31C as the pilot pressure. The output valve 51 includes an input chamber 51a having an input port to which the source pressure is input, an output chamber 51b having an output port, and a pressure regulating chamber 51c having a pressure regulating port. The pressure adjusted by the exhaust valve 31C is input to the pressure regulating port as the pilot pressure. A no-load guarantee spring 51d (an example of an air spring) for generating a load pressure equivalent to the no-load condition is provided in the pressure regulating chamber 51c. The load pressure equivalent to the no-load condition means the pressure corresponding to the pressure that should be applied to the brake cylinder 3 when the emergency brake is applied when the vehicle is in the no-load condition.

[0052] Since the output valve 51 is provided with the no-load guarantee spring 51d, even if the pilot pressure disappears due to a failure or the like, at least the pressure corresponding to the load pressure equivalent to the no-load condition is ensured by the no-load guarantee spring 51d. That is, even when the air supply from the pressure regulating valve 50 stops, the elastic force (restoring force) of the no-load guarantee spring 51d enables the opening between the input chamber 51a and the output chamber 51b to be opened, so the inside of the output chamber 51b is maintained at a pressure corresponding to the pressure due to the elastic force of the no-load guarantee spring 51d.

[0053] The output valve 51 includes a piston 51e that is movably supported with respect to the main body of the output valve 51. The piston 51e adjusts the opening amount of an opening formed in the partition between the input chamber 51a and the output chamber 51b by the differential pressure between the total pressure of the elastic force of the no-load guarantee spring 51d and the air pressure in the pressure regulating chamber 50c, and the air pressure in the output chamber 51b. When the differential pressure between the total pressure of the elastic force of the no-load guarantee spring 51d and the air pressure in the pressure regulating chamber 50c, and the air pressure in the output chamber 51b disappears, the piston 51e closes the opening formed in the partition between the input chamber 51a and the output chamber 51b. When the opening formed in the partition between the input chamber 51a and the output chamber 51b opens, 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 load pressure.

[0054] In the example of FIG. 2, the emergency pilot pressure generation unit 46 includes one pressure regulating valve 50, output valve 51, air supply valve 30C, exhaust valve 31C, and pilot pressure sensor 42B each, but is not limited thereto. For example, the emergency pilot pressure generation unit 46 may include two or more pressure regulating valves 50, output valves 51, air supply valves 30, exhaust valves 31, and pilot pressure sensors 42 each. For example, the number of each element constituting the emergency pilot pressure generation unit 46 may be the same as each other or different from each other. For example, the configuration mode of the emergency pilot pressure generation unit 46 can be changed according to the required specifications.

[0055] Note that the system including the above normal pilot pressure generation unit 45 and emergency pilot pressure generation unit 46 is an example and can be changed according to the required specifications. For example, the regulating valves 30C, 31C of the emergency pilot pressure generation unit 46 do not exist, and the average pressure of the air spring pressure sensors 41A to 41D is directly input to the emergency load valve 34, and the emergency pilot pressure may be generated without electronic control. For example, the air spring pressure sensors 41A to 41D may be fixed to a relay valve (not shown) instead of the pipe seat 10.

[0056] <Pipe seat> FIG. 3 is a perspective view of the socket 10 of the first embodiment. FIG. 4 is a top view of the socket 10 of the first embodiment. FIG. 5 is a side view of the socket 10 of the first embodiment. As shown in FIG. 3, the socket 10 has a plurality of plate-like members 11 to 17, 20 to 24 laminated on one another in the Z direction. The socket 10 has a plurality of plate-like members 11 to 17, 20 to 24 brazed (an example of metal bonding) to one another. Specifically, two of the plurality of plate-like members 11 to 17, 20 to 24 adjacent to each other in the lamination direction (Z direction) are brazed at opposing surfaces.

[0057] Note that the joining method of the plurality of plate-like members 11 to 17, 20 to 24 is not limited to brazing, and other interfacial joining or fusion joining may be used. For example, as other interfacial joining, liquid-phase joining such as liquid-phase diffusion joining, and solid-phase joining such as solid-phase diffusion joining, sintering joining, and ultrasonic joining can be mentioned. For example, as fusion joining, arc welding, high-energy beam fusion welding method, resistance fusion welding method, etc. can be mentioned. For example, the joining method of the plurality of plate-like members 11 to 17, 20 to 24 can be changed according to the required specifications.

[0058] The flow paths A to W (see FIG. 2) connecting the input port 5 of the socket 10 and the regulating valves 30 to 35 are formed by the plurality of plate-like members 11 to 17, 20 to 24. Hereinafter, among 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 socket 10 and the port 34a of the response load valve 34 is the "flow path A", and the flow paths between the middle of the flow path A and the normal pilot pressure generation unit 45 are the "flow paths B, C", and between the normal pilot pressure generation unit 45 and the double check valve 35 (specifically, one input port of the double check valve 35 35aThe flow path between them is defined as "flow paths D to G", the flow path connected to one exhaust port of the normal pilot pressure generation unit 45 (specifically, the output port of the exhaust valve 31A) is defined as "flow path H", and the flow path connected to the other exhaust port of the normal pilot pressure generation unit 45 (specifically, the output port of the exhaust valve 31B) is defined as "flow path I". The flow path connecting the output port 35b of the double check valve 35 and the input port of the solenoid valve 32 is defined as "flow path J", and the flow path between the output port of the solenoid valve 32 and the output port 7 of the pipe seat 10 is defined as "flow path K". The flow path connecting the port 34b of the load-responsive valve 34 (specifically, the port communicating with the output port of the pressure regulating valve 50) and the input port of the air supply valve 30C is defined as "flow path L", and the flow path between the output port of the air supply valve 30C and the pilot pressure sensor 42B is defined as "flow path M". The flow path connecting the port 34c of the load-responsive valve 34 (specifically, the port communicating with the pressure regulating port of the output valve 51) and the input port of the exhaust valve 31C is defined as "flow path N", and the flow path connected to the exhaust port of the emergency pilot pressure generation unit 46 (specifically, the output port of the exhaust valve 31C) is defined as "flow path O". The flow path connecting the middle of flow path M and the middle of flow path N is defined as "flow path P". The flow path connecting the port of the load-responsive valve 34 (in other words, the port communicating with the air spring port 6) and the input port of the emergency valve 33 is defined as "flow path Q", and the flow path between the middle of flow path Q and the air spring pressure sensor 43 is defined as "flow path R". The flow path between the output port of the emergency valve 33 and the double check valve 35 (specifically, the other input port 35c of the double check valve 35) is defined as "flow path S". The flow path connected to the air spring pressure sensor 41A is defined as "flow path T", the flow path connected to the air spring pressure sensor 41B is defined as "flow path U", the flow path connected to the air spring pressure sensor 41C is defined as "flow path V", and the flow path connected to the air spring pressure sensor 41D is defined as "flow path W".

[0059] As shown in FIG. 2, the compressed air flowing into the flow path A from the input port 5 of the pipe seat 10 flows into the input chamber 50a of the pressure regulating valve 50 and the input chamber 51a of the output valve 51 through the port 34a of the load-responsive valve 34 and the flow path inside the load-responsive valve 34.

[0060] Of the flow paths B and C, the flow path B is a flow path that connects the middle of the flow path A and the input port of the air supply valve 30A. The flow path C is a flow path that connects the middle of the flow path B and the input port of the air supply valve 30B. The compressed air flowing from the flow path A into the flow path B flows into the air supply valve 30A through the input port of the air supply valve 30A. The compressed air flowing from the flow path B into the flow path C flows into the air supply valve 30B through the input port of the air supply valve 30B.

[0061] Of the flow paths D to G, the flow path D is a flow path that connects the output port of the air supply valve 30A and the input port of the double check valve 35. The flow path E is a flow path that connects the output port of the air supply valve 30B and the middle of the flow path D. The flow path F is a flow path that connects the middle of the flow path D and the input port of the exhaust valve 31A. The flow path G is a flow path that connects the middle of the flow path F and the input port of the exhaust valve 31B. The compressed air flowing from the flow paths B and C into the air supply valves 30A and 30B respectively is adjusted in flow rate or pressure by the normal pilot pressure generating unit 45 (each air supply valve 30 and each exhaust valve 31) through the flow paths D to G, H, and I. The compressed air whose flow rate or pressure has been adjusted by the normal pilot pressure generating unit 45 flows into the double check valve 35 through one input port 35a of the double check valve 35.

[0062] The compressed air flowing into the double check valve 35 flows into the solenoid valve 32 through the output port 35b of the double 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 has its flow rate or pressure adjusted by a relay valve (not shown) through the output port of the solenoid valve 32, the flow path K, and the output port 7 of the pipe seat 10, and is led to the brake cylinder 3.

[0063] On the other hand, 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 load-responsive valve 34, the air supply valve 30C, the exhaust valve 31C, and the pilot pressure sensor 42B) through 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 flows into the emergency valve 33 through the port of the load-responsive 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.

[0064] As described above, since the emergency valve 33 is open in an emergency, the compressed air that has flowed into the emergency valve 33 flows into the double check valve 35 through the output port of the emergency valve 33, the flow path S, and the other input port 35c of the double check valve 35.

[0065] The compressed air that has flowed into the double check valve 35 flows into the solenoid valve 32 through the output port 35b of the double check valve 35, the flow path J, and the input port of the solenoid valve 32. The compressed air that has flowed into the solenoid valve 32 is adjusted in terms of flow rate or pressure by a relay valve (not shown) through the output port of the solenoid valve 32, the flow path K, and the output port 7 of the pipe base 10, and is led to the brake cylinder 3.

[0066] As shown in FIG. 3, the pipe base 10 has the above-described flow paths A to W and openings 10a to 10f and. As shown in FIG. 4, the portions of the flow paths A to W that open to 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 top view.

[0067] The plurality of openings 10a to 10f include various openings such as valve mounting openings 10a for mounting the respective regulating valves 30 to 33 (for example, female screw portions into which bolts are screwed, an example of a valve fastening portion), sensor mounting openings 10b for mounting the respective pressure sensors 41 to 43 (for example, female screw portions into which bolts are screwed, an example of a sensor fastening portion), positioning and mounting openings 10c to 10e of the pipe base 10, and an exhaust opening 10f communicating with the exhaust port of the emergency valve 33 (see FIG. 2). Note that the form of each opening is not limited to the above and can be changed according to the required specifications.

[0068] The openings (+Z side ends) of the flow paths B to O, Q, S located in the region AR1 of the pipe base 10 are arranged in a region that overlaps with the respective regulating valves 30 to 33 (see FIG. 1) in a top view. The openings of flow paths B to H are arranged near the +Y end of region AR1 in top view. The openings of flow paths B and D are arranged at intervals in the Y direction within a region that overlaps with the corresponding air supply valve 30A (see FIG. 1) in top view. The opening of flow path B communicates with the input port of air supply valve 30A (see FIG. 2). The opening of flow path D communicates with the output port of air supply valve 30A (see FIG. 2).

[0069] The openings of flow paths C and E are arranged at intervals in the Y direction within a region that overlaps with the corresponding air supply valve 30B (see FIG. 1) in top view. The opening of flow path C communicates with the input port of air supply valve 30B (see FIG. 2). The opening of flow path E communicates with the output port of air supply valve 30B (see FIG. 2).

[0070] The openings of flow paths F and H are arranged at intervals in the Y direction within a region that overlaps with the corresponding exhaust valve 31A (see FIG. 1) in top view. The opening of flow path F communicates with the input port of exhaust valve 31A (see FIG. 2). The opening of flow path H communicates with the output port of exhaust valve 31A (see FIG. 2).

[0071] The openings of flow paths G and I are arranged at intervals in the Y direction within a region that overlaps with the corresponding exhaust valve 31B (see FIG. 1) in top view. The opening of flow path G communicates with the input port of exhaust valve 31B (see FIG. 2). The opening of flow path I communicates with the output port of exhaust valve 31B (see FIG. 2).

[0072] The openings of flow paths J to O, Q, and S are arranged near the -Y end of region AR1 in top view. The openings of flow paths J and K are arranged at intervals in the Y direction within a range that overlaps with the corresponding solenoid valve 32 (see FIG. 1) in top view. One opening of flow path J (the opening on the +X side) communicates with the input port of solenoid valve 32 (see FIG. 2). The opening of flow path K communicates with the output port of solenoid valve 32 (see FIG. 2).

[0073] The openings of the flow paths L and M are arranged at intervals in the Y direction within a range that overlaps with the corresponding air supply valve 30C (see FIG. 1) in a top view. The opening of the flow path L communicates with the input port of the air supply valve 30C (see FIG. 2). One opening of the flow path M (the opening on the +X side) communicates with the output port of the air supply valve 30C (see FIG. 2).

[0074] The openings of the flow paths N and O are arranged at intervals in the Y direction within a range that overlaps with the corresponding exhaust valve 31C (see FIG. 1) in a top view. The opening of the flow path N communicates with the input port of the exhaust valve 31C (see FIG. 2). The opening of the flow path O communicates with the output port of the exhaust valve 31C (see FIG. 2).

[0075] The openings of the flow paths Q and S are arranged at intervals in the Y direction within a range that overlaps with the corresponding emergency valve 33 (see FIG. 1) in a top view. The opening of the flow path Q communicates with the input port of the emergency valve 33 (see FIG. 2). The opening of the flow path S communicates with the output port of the emergency valve 33 (see FIG. 2).

[0076] Two valve mounting openings 10a are provided for each corresponding regulating valve 30 - 33 (see FIG. 1). The two valve mounting openings 10a are arranged at intervals in the X direction, sandwiching the openings of the flow paths B - O, Q, and S arranged within the region that overlaps with each corresponding regulating valve 30 - 33 in a top view.

[0077] A plurality of (for example, four in this embodiment) openings 10c are provided. The four openings 10c are arranged one at each of the four corners of a rectangular region AR1 in a top view.

[0078] The exhaust opening 10f is arranged near the -Y end of the region AR1 in a top view. The exhaust opening 10f is arranged at an interval in the Y direction with respect to the opening of the flow path S.

[0079] The openings (+Z side ends) of the flow paths J, M, R, T - W located in the region AR2 of the pipe seat 10 are arranged within a region that overlaps with the corresponding pressure sensors 41 - 43 (see FIG. 1) in a top view. The openings of the flow paths J, M, R, T to W located in the region AR2 are arranged in the middle in the Y direction (specifically, between the openings of the flow paths B to H and the openings of the flow paths J to O, Q, S in the Y direction) in a top view.

[0080] The openings of the flow path J located in the region AR2 (two openings of the flow path J in the example of the figure) are arranged at intervals in the X direction within a region that overlaps with the corresponding pilot pressure sensor 42A (see FIG. 1) in a top view. The openings of the flow paths M, R located in the region AR2 are arranged at intervals in the X direction within a region that overlaps with the sensor unit 40C (see FIG. 1) including the corresponding pilot pressure sensor 42B and the air spring pressure sensor 43 in a top view. The openings of the flow paths T, U located in the region AR2 are arranged at intervals in the X direction within a region that overlaps with the sensor unit 40A (see FIG. 1) including the corresponding air spring pressure sensors 41A, 41B in a top view. The openings of the flow paths V, W located in the region AR2 are arranged at intervals in the X direction within a region that overlaps with the sensor unit 40B (see FIG. 1) including the corresponding air spring pressure sensors 41C, 41D in a top view.

[0081] Two mounting openings 10b for sensors are provided for each of the corresponding pilot pressure sensor 42A and the sensor units 40A to 40C (see FIG. 1). The two mounting openings 10b for sensors are arranged at intervals in both the X direction and the Y direction with the openings of the flow paths J, M, R, T to W arranged in a region that overlaps with the corresponding pilot pressure sensor 42A and the sensor units 40A to 40C in a top view therebetween.

[0082] A plurality of (for example, two in this embodiment) openings 10d are provided. One opening 10d is arranged near the +Y end on the +X side of the region AR2 in a top view. The other opening 10d is arranged near the -X end on the -Y side of the region AR2 in a top view.

[0083] The openings 10e are provided in plural (for example, six in this embodiment). Two of the openings 10e are arranged at intervals in the X direction with one of the openings 10d therebetween in the vicinity of the +Y end of the header 10 in a top view. Three of the openings 10e are arranged at intervals in the X direction in the vicinity of the -Y end of the header 10 in a top view. One of the openings 10e is arranged in the vicinity of the +Y side and the X end of the header 10 in a top view.

[0084] As shown in FIG. 5, the header 10 includes a plurality (for example, seven in this embodiment) of plate members 11 to 17, a subplate 20 (an example of the outermost layer plate member among the plurality of plate members), and a plurality (for example, four in this embodiment) of brazing sheets 21 to 24. The plurality of plate members 11 to 17 are a first plate member 11 (an example of the outermost layer plate member among the plurality of plate members), a second plate member 12, a third plate member 13, a fourth plate member 14, a fifth plate member 15, a sixth plate member 16, and a seventh plate member 17 (an example of the outermost layer plate member among the plurality of plate members). The plurality of brazing sheets 21 to 24 are two first brazing sheets 21, two second brazing sheets 22, two third brazing sheets 23, and one fourth brazing sheet 24.

[0085] The header 10 is formed by alternately stacking the plate members 11 to 17 and the brazing sheets 21 to 24. The subplate 20 is provided at the topmost part of the header 10. The header 10 is laminated in the order of the first plate member 11, one of the first brazing sheets 21, the second plate member 12, the other of the first brazing sheets 21, the third plate member 13, one of the second brazing sheets 22, the fourth plate member 14, the other of the second brazing sheets 22, the fifth plate member 15, one of the third brazing sheets 23, the sixth plate member 16, the other of the third brazing sheets 23, and the seventh plate member 17 toward the lower side in the part excluding the subplate 20 and the fourth brazing sheet 24. The subplate 20 is provided on the upper surface of the first plate member 11 via the fourth brazing sheet 24.

[0086] For example, the plate members 11 to 17 and the subplate 20 are formed of a metal such as an aluminum alloy. Note that the materials of the plate materials 11 to 17 and the sub-plate 20 are not limited to the above and can be changed according to the required specifications.

[0087] For example, the brazing sheets 21 to 24 are formed of a core material and a brazing material having a melting point lower than that of the core material. For example, the brazing sheets 21 to 24 are brazing sheets in which an Al-Si alloy is clad on an aluminum alloy, so-called aluminum brazing sheets. Note that the materials of the brazing sheets 21 to 24 are not limited to the above and can be changed according to the required specifications.

[0088] For example, the brazing sheets 21 to 24 are so-called double-sided clad in which brazing materials are provided on both sides of the core material. Note that the forms of the brazing sheets 21 to 24 are not limited to the above. For example, the brazing sheets 21 to 24 may be so-called single-sided clad in which a brazing material is provided only on one side of the core material. For example, the forms of the brazing sheets 21 to 24 can be changed according to the required specifications.

[0089] For example, each of the plate materials 11 to 17 is set to have the same thickness. For example, the thickness of each of the plate materials 11 to 17 is set within a range of 1.8 mm or more and 2.2 mm or less. For example, the sub-plate 20 is set to have a thickness smaller than that of each of the plate materials 11 to 17. For example, the thickness of the sub-plate 20 is set within a range of 1.3 mm or more and 1.7 mm or less. For example, each of the brazing sheets 21 to 24 is set to have the same thickness. For example, each of the brazing sheets 21 to 24 is set to have a thickness smaller than that of the sub-plate 20. For example, the thickness of each of the brazing sheets 21 to 24 is set within a range of 0.6 mm or more and 1.0 mm or less. Note that the thicknesses of the components (each of the plate materials 11 to 17, the sub-plate 20, and each of the brazing sheets 21 to 24) of the tube socket 10 are not limited to the above and can be changed according to the required specifications.

[0090] <First Plate Material> FIG. 6 is a top view of the first plate member 11 that constitutes the pipe seat 10 of the first embodiment. As shown in FIG. 6, the first plate member 11 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short direction in the Y direction. The first plate member 11 has openings B11 to O11 corresponding to the flow paths B to O, Q to W, and the openings 10a to 10f (see FIG. 4) described above. , Q11~W11 And openings 10a11 to 10f11. In the openings of the first plate member 11, a code "11" is attached to the end of an element that constitutes a part of the flow path or opening in the above-described pipe seat 10.

[0091] Openings B11 to O11 , Q11~W11 And the openings 10a11 to 10f11 open in the thickness direction of the first plate member 11, respectively. The openings B11 to O11 , Q11~W11 And the openings 10a11 to 10f11 are each formed in a circular shape in a top view.

[0092] <Second plate member> FIG. 7 is a top view of the second plate member 12 that constitutes the pipe seat 10 of the first embodiment. As shown in FIG. 7, the second plate member 12 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short direction in the Y direction. The second plate member 12 has openings B12 to O12 corresponding to the flow paths B to O, Q to W, and the openings 10a to 10f (see FIG. 4) described above. , Q12~W12 And openings 10a12 to 10f12. In the openings of the second plate member 12, a code "12" is attached to the end of an element (in other words, a part connected to the openings in the first plate member 11) that constitutes a part of the flow path or opening in the above-described pipe seat 10.

[0093] The openings B12, C12, K12, L12, M12, S12, 10a12 to 10e12 in the second plate member 12 are each formed in a circular shape that overlaps with the openings B11, C11, K11, L11, M11, S11, 10a11 to 10e11 (see FIG. 6) in the first plate member 11 in a top view.

[0094] The second plate 12 has an opening 12a including openings D12 to G12. The opening 12a extends in a top view from the opening F12 side toward the -X side (specifically, to a position between the openings 10d12 and 10e12 in the X direction near the +Y end).

[0095] The opening H12 is disposed on an extension line of the opening F12 that extends in the Y direction in a top view among the openings 12a. The opening H12 is a recess that depresses from the +Y end face of the second plate 12 toward the -Y side.

[0096] The opening I12 is disposed on an extension line of the opening G12 that extends in the Y direction in a top view among the openings 12a. The opening I12 is a recess that depresses from a portion on the -X side of the opening H12 on the +Y end face of the second plate 12 toward the -Y side.

[0097] The opening J12 is disposed on the -Y side of the opening 12a. The opening J12 includes, in a top view, an opening J12a that extends from a position overlapping with the opening J11 (see FIG. 6) toward the +Y side, an opening J12b that extends obliquely so as to be positioned on the +Y side as it goes from the +Y end of the opening J12a toward the -X side, an opening J12c that extends from the -X end of the opening J12b toward the -X side, and an opening J12d that slopes so as to be positioned on the -Y side as it goes from the -X end of the opening J12c toward the -X side.

[0098] The opening O12 is disposed on the +X side of the opening J12. In a top view, the opening O12 extends from a position overlapping with the opening O11 (see FIG. 6) toward the +Y side, then curves in an arc shape 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 from a portion on the -Y side on the +X end face of the second plate 12.

[0099] The opening Q12 is provided in the -Y side portion of the second plate member 12. In the Y direction, the opening Q12 is arranged on the side opposite to the opening O12 with the opening J12 interposed therebetween. In top view, the opening Q12 includes an opening Q12a extending from a position overlapping with the opening Q11 (see FIG. 6) of the first plate member 11 to the +Y side, an opening Q12b extending obliquely so as to be positioned on the +Y side as it goes from the +Y end of the opening Q12a toward the -X side, and an opening Q12c extending from the -X end of the opening Q12b toward the -X side to a position overlapping with the opening R11 (see FIG. 6) of the first plate member 11.

[0100] The opening 10f12 is arranged on the -Y side of the opening S12 on the extension line of the opening Q12a in top view. The opening 10f12 is a recessed portion that is recessed from the -Y end face of the second plate member 12 toward the +Y side.

[0101] The opening T12 is arranged in a portion closer to the +Y side at the -X end of the second plate member 12. In top view, the opening T12 extends from a position overlapping with the opening T11 (see FIG. 6) of the first plate member 11 toward the -X side.

[0102] The opening U12 is formed in a straight line shape that is longer than the opening T12 in top view. In top view, the opening U12 extends obliquely so as to be positioned on the -X side as it goes from a position overlapping with the opening U11 (see FIG. 6) of the first plate member 11 toward the +Y side.

[0103] The opening V12 is provided in a portion closer to the -Y side at the -X end of the second plate member 12. In top view, the opening V12 extends from a position overlapping with the opening V11 (see FIG. 6) of the first plate member 11 toward the -X side.

[0104] The opening W12 is formed in a straight line shape that is longer than the opening V12 in top view. In top view, the opening W12 extends obliquely so as to be positioned on the -X side as it goes from a position overlapping with the opening W11 (see FIG. 6) of the first plate member 11 toward the -Y side.

[0105] <The third plate member> FIG. 8 is a top view of the third plate member 13 that constitutes the pipe seat 10 of the first embodiment. As shown in FIG. 8, the third plate member 13 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short side in the Y direction. The third plate member 13 has openings B13 to D13, J13 to N13, Q13, S13 to W13 and openings 10a13 to 10e13 corresponding to the flow paths B to D, J to N, Q, S to W and the openings 10a to 10e (see FIG. 4) described above. In the openings of the third plate member 13, a sign "13" is attached to the end of an element that constitutes a part of the flow path or opening in the pipe seat 10 described above (in other words, the part connected to the opening in the second plate member 12).

[0106] The openings B13, C13, K13 to N13, S13 and the openings 10a13 to 10e13 in the third plate member 13 are each formed in a circular shape that overlaps with the openings B12, C12, K12 to N12, S12 and the openings 10a12 to 10e12 (see FIG. 7) in the second plate member 12 in a top view.

[0107] The opening D13 in the third plate member 13 is formed in a circular shape at a position that overlaps with the -X end portion (see FIG. 7) of the opening 12a in the second plate member 12 in a top view. The opening J13 in the third plate member 13 is the opening in the second plate member 12 in a top view J12dIt is formed in a circular shape at a position overlapping the -X end portion (see FIG. 7). The opening Q13 in the third plate member 13 is formed in a circular shape at a position overlapping the middle of the opening Q12c in the second plate member 12 (see FIG. 7) in a top view. The opening T13 in the third plate member 13 is formed in a circular shape at a position overlapping the -X end portion of the opening T12 in the second plate member 12 (see FIG. 7) in a top view. The opening U13 in the third plate member 13 is formed in a circular shape at a position overlapping the +Y end portion of the opening U12 in the second plate member 12 (see FIG. 7) in a top view. The opening V13 in the third plate member 13 is formed in a circular shape at a position overlapping the -X end portion of the opening V12 in the second plate member 12 (see FIG. 7) in a top view. The opening W13 in the third plate member 13 is formed in a circular shape at a position overlapping the -Y end portion of the opening W12 in the second plate member 12 (see FIG. 7) in a top view.

[0108] <Fourth plate member> FIG. 9 is a top view of the fourth plate member 14 that constitutes the tube socket 10 of the first embodiment. As shown in FIG. 9, the fourth plate member 14 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short direction in the Y direction. The fourth plate member 14 has openings A14, B14 to D14, J14 to N14, P14, Q14, S14 to W14 and openings 10a14 to 10e14 corresponding to the flow paths A to D, J to N, P, Q, S to W and the openings 10a to 10e (see FIG. 4) described above. In the openings in the fourth plate member 14, a sign "14" is attached to the end of an element (in other words, a portion connected to the openings in the third plate member 13 and the fifth plate member 15) that constitutes a part of the flow path or the opening in the above-described tube socket 10.

[0109] The openings D14, J14 to L14, Q14, T14 to W14 and the openings 10a14 to 10e14 in the fourth plate member 14 are each formed in a circular shape that overlaps the openings D13, J13 to L13, Q13, T13 to W13 and the openings 10a13 to 10e13 (see FIG. 8) in the above-described third plate member 13 in a top view.

[0110] The opening A14 is provided in the -X side portion of the fourth plate member 14. In a top view, the opening A14 is inclined and extends such that it is positioned on the +X side as it goes toward the -Y side from the intersection position of the line passing through the center of the opening T14 and along the X direction and the line passing through the center of the opening U14 and along the Y direction.

[0111] The fourth plate member 14 has an opening 14a including openings B14 and C14. The opening 14a extends from the opening B14 side toward the -X side (specifically, to the position near the +X side of the opening D14) in a top view.

[0112] The opening M14 is arranged on the -Y side of the opening 14a in a top view. In a top view, the opening M14 includes an opening M14a that extends from a position overlapping with one of the openings M13 of the third plate member 13 (the +X side opening, see FIG. 8) toward the +Y side, an opening M14b that curves in an arc shape from the +Y end of the opening M14a toward the -X side and then extends toward the -X side, and an opening M14c that extends while being inclined such that it is positioned on the -Y side as it goes toward the -X side from the -X end of the opening M14b.

[0113] The opening N14 in the fourth plate member 14 is arranged at a position overlapping with the opening N13 in the third plate member 13 (see FIG. 8) in a top view. The opening P14 extends from the opening N14 toward the +Y side and connects to the middle of the opening M14b in a top view.

[0114] The opening S14 is provided in the -Y side portion of the fourth plate member 14. In a top view, the opening S14 extends from a position overlapping with the opening S13 in the third plate member 13 (see FIG. 8) toward the +Y side, then curves toward the -X side, and then includes an opening S14a that extends toward the -Y side, an opening S14b that extends while being inclined such that it is positioned on the +Y side as it goes toward the -X side from the -X end of the opening S14a, and an opening S14c that extends from the +Y end of the opening S14b toward the +Y side.

[0115] <The fifth plate member> FIG. 10 is a top view of the fifth plate member 15 that constitutes the socket 10 of the first embodiment. As shown in FIG. 10, the fifth plate member 15 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short side in the Y direction. The fifth plate member 15 has openings A15, B15, D15, J15 to M15, Q15, S15 to W15 and openings 10d15, 10e15 corresponding to the above-described flow paths A, B, D, J to M, Q, S to W and openings 10d, 10e (see FIG. 4). In addition, at the openings in the fifth plate member 15, a symbol "15" is attached to the end of an element (in other words, a portion connected to the opening in the fourth plate member 14) that constitutes a part of the flow path or opening in the above-described tube seat 10.

[0116] The openings D15, J15 to L15, Q15, T15 to W15 and openings 10d15, 10e15 in the fifth plate member 15 are each formed in a circular shape that overlaps with the openings D14, J14 to L14, Q14, T14 to W14 and openings 10d14, 10e14 (see FIG. 9) in the above-described fourth plate member 14 in a top view.

[0117] One opening (-X side opening) of the opening A15 in the fifth plate member 15 is formed in a circular shape at a position that overlaps with the +Y end portion of the opening A14 in the fourth plate member 14 in a top view (specifically, the intersection position of a line passing through the center of the opening T15 and along the X direction and a line passing through the center of the opening U15 and along the Y direction in a top view). The other opening (the opening on the +X side of the opening A15) of the opening A15 in the fifth plate member 15 is formed in a circular shape at a position that overlaps with the -Y end portion of the opening A14 in the fourth plate member 14 in a top view.

[0118] The opening B15 in the fifth plate member 15 is formed in a circular shape at a position that overlaps with the -X end portion of the opening 14a in the fourth plate member 14 in a top view. The opening M15 in the fifth plate member 15 is formed in a circular shape at a position that overlaps with the -X end portion of the opening M14b in the fourth plate member 14 (in other words, the +X end portion of the opening M14c, see FIG. 9) in a top view. The opening S15 in the fifth plate member 15 is formed in a circular shape at a position that overlaps with the +Y end portion of the opening S14c in the fourth plate member 14 in a top view.

[0119] <Sixth plate material> FIG. 11 is a top view of the sixth plate material 16 that constitutes the tube socket 10 of the first embodiment. As shown in FIG. 11, the sixth plate material 16 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short side in the Y direction. The sixth plate material 16 has openings A16, B16, D16, J16 to M16, Q16, S16 to W16 and openings 10d16, 10e16 corresponding to the above-described flow paths A, B, D, J to M, Q, S to W and openings 10d, 10e (see FIG. 4). In addition, at the end of an element (in other words, the part connected to the opening in the fifth plate material 15) that constitutes a part of the flow path or opening in the above-described tube socket 10 in the opening in the sixth plate material 16, the symbol "16" is attached.

[0120] The openings A16, J16, M16, S16 to W16 and openings 10d16, 10e16 in the sixth plate material 16 are each formed in a circular shape that overlaps with the corresponding openings A15, J15, M15, S15 to W15 and openings 10d15, 10e15 (see FIG. 10) in the fifth plate material 15 in a top view.

[0121] The opening B16 is provided in the -X side portion of the sixth plate material 16. The opening B16 includes an opening B16a that extends +X from a position overlapping with the other opening of the opening A15 in the fifth plate material 15 (the opening on the +X side of one of the openings A15) in a top view, an opening B16b that extends obliquely so as to be positioned on the +Y side as it goes +X from the +X end of the opening B16a, and an opening B16c that extends +Y from the +Y end of the opening B16b to a position overlapping with the opening B15 in the fifth plate material 15.

[0122] The opening D16 is arranged on the -X side of the opening B16c. The opening D16 extends obliquely so as to be positioned on the -Y side as it goes -X from a position overlapping with the opening D15 in the fifth plate material 15 in a top view, and then extends in an arc shape and extends -Y.

[0123] The opening K16 is provided in the -Y side portion of the sixth plate member 16. In a top view, the opening K16 extends in the +Y direction from a position overlapping with the opening K15 (see FIG. 10) in the fifth plate member 15, then curves toward the -X side, and then consists of an opening K16a extending in the -X side and an opening K16b extending in the +Y direction after curving from the -X end of the opening K16a toward the +Y side.

[0124] The opening L16 extends linearly obliquely with respect to each of the X direction and the Y direction in a top view. In a top view, the opening L16 extends while inclining so as to be positioned on the +Y side as it goes toward the -X side from a position overlapping with the opening L15 (see FIG. 10) in the fifth plate member 15 to the central position in the Y direction between the opening M16 and the opening 10e16.

[0125] The opening Q16 is disposed between the opening M16 and the opening K16a in a top view. In a top view, the opening Q16 extends in the -Y direction from a position overlapping with the opening Q15 (see FIG. 10) in the fifth plate member 15.

[0126] <The seventh plate member> FIG. 12 is a top view of the seventh plate member 17 constituting the tube socket 10 of the first embodiment. As shown in FIG. 12, the seventh plate member 17 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short side in the Y direction. The seventh plate member 17 has openings A17, B17, D17, J17 to M17, Q17, S17 to W17 and openings 10d17, 10e17 corresponding to the above-described flow paths A, B, D, J to M, Q, S to W and openings 10d, 10e (see FIG. 4). In the openings in the seventh plate member 17, a symbol "17" is attached to the end of an element (in other words, a portion connected to the opening in the sixth plate member 16) constituting a part of the flow path or opening in the above-described tube socket 10.

[0127] The openings A17, J17, M17, S17 to W17 and the openings 10d17, 10e17 in the seventh plate member 17 are each formed in a circular shape that overlaps with the openings A16, J16, M16, S16 to W16 and the openings 10d16, 10e16 (see FIG. 11) in the sixth plate member 16 described above in a top view.

[0128] The opening B17 in the seventh plate member 17 is formed in a circular shape at a position that overlaps with the -Y end portion (see FIG. 11) of the opening B16c in the sixth plate member 16 in a top view. The opening D17 in the seventh plate member 17 is formed in a circular shape at a position that overlaps with the -Y end portion (see FIG. 11) of the opening D16 in the sixth plate member 16 in a top view. The opening K17 in the seventh plate member 17 is formed in a circular shape at a position that overlaps with the +Y end portion (see FIG. 11) of the opening K16b in the sixth plate member 16 in a top view. The opening L17 in the seventh plate member 17 is formed in a circular shape at a position that overlaps with the -X end portion (see FIG. 11) of the opening L16 in the sixth plate member 16 in a top view. The opening Q17 in the seventh plate member 17 is formed in a circular shape at a position that overlaps with the -Y end portion (see FIG. 11) of the opening Q16 in the sixth plate member 16 in a top view.

[0129] Note that the opening A17 in the seventh plate member 17 corresponds to the input port 5 of the socket 10. The opening J17 communicates with the output port 35b (see FIG. 2) of the double check valve 35. The opening K17 corresponds to the output port 7 of the socket 10. The opening L17 communicates with the port 34b (see FIG. 2) of the pressure relief valve 34. The opening S17 communicates with the other input port 35 of the double check valve 35c (see FIG. 2). The openings T17 to W17 each communicate with each port (not shown) of the double check valve 35.

[0130] <Subplate> FIG. 13 is a top view of the subplate 20 that constitutes the socket 10 of the first embodiment. As shown in FIG. 13, the subplate 20 is formed in a rectangular plate shape having sides along the X direction and sides along the Y direction. The subplate 20 has openings J20, M20, R20, T20 to W20 and openings 10b20, 10d20 corresponding to the above-described flow paths J, M, R, T to W and openings 10b, 10d (see FIG. 4). In addition, at the ends of the elements constituting a part of the flow path or opening in the above-described socket 10 in the openings in the subplate 20, the symbol "20" is attached.

[0131] The openings J20, M20, R20, T20 to W20 and the openings 10b20, 10d20 open in the thickness direction of the subplate 20, respectively. The openings J20, M20, R20, T20 to W20 and the openings 10b20, 10d20 are each formed in a circular shape in top view. The openings J20, M20, R20, T20 to W20 in the subplate 20 each have a diameter larger than that of the openings J11, M11, R11, T11 to W11 (see FIG. 6) in the first plate member 11.

[0132] <First brazing sheet> FIG. 14 is a top view of the first brazing sheet 21 that constitutes the socket 10 of the first embodiment. As shown in FIG. 14, the first brazing sheet 21 is formed in a rectangular plate shape having a longitudinal direction in the X direction and a short direction in the Y direction. The first brazing sheet 21 has the same shape as the above-described second plate member 12 (see FIG. 7) in top view. That is, the first brazing sheet 21 has openings B21 to O21 , Q21~W21 and openings 10a21 to 10f21 corresponding to the above-described flow paths B to O, Q to W and openings 10a to 10f (see FIG. 4). In addition, at the ends of the elements (in other words, the portions that overlap with the openings in the second plate member 12 in top view) constituting a part of the flow path or opening in the above-described socket 10 in the openings in the first brazing sheet 21, the symbol "21" is attached, or the symbol "21" is attached instead of the symbol "12".

[0133] <Second brazing sheet> FIG. 15 is a top view of the second brazing sheet 22 that constitutes the tube socket 10 of the first embodiment. As shown in FIG. 15, the second brazing sheet 22 is formed in a rectangular plate shape having a length in the X direction and a width in the Y direction. The second brazing sheet 22 has the same shape as the above-described fourth plate member 14 (see FIG. 9) in a top view. That is, the second brazing sheet 22 has openings A22, B22 to D22, J22 to N22, P22, Q22, S22 to W22 and openings 10a22 to 10e22 corresponding to the above-described flow paths A to D, J to N, P, Q, S to W and openings 10a to 10e (see FIG. 4). In the openings of the second brazing sheet 22, a symbol "22" is attached to the end of an element that constitutes a part of the flow path or opening in the above-described tube socket 10 (in other words, the part that overlaps with the opening in the fourth plate member 14) in a top view, or the symbol "14" is replaced with the symbol "22".

[0134] <The third brazing sheet> FIG. 16 is a top view of the third brazing sheet 23 that constitutes the tube socket 10 of the first embodiment. As shown in FIG. 16, the third brazing sheet 23 is formed in a rectangular plate shape having a length in the X direction and a width in the Y direction. The third brazing sheet 23 has the same shape as the above-described sixth plate member 16 (see FIG. 11) in a top view. That is, the third brazing sheet 23 has openings A23, B23, D23, J23 to M23, Q23, S23 to W23 and openings 10d23, 10e23 corresponding to the above-described flow paths A, B, D, J to M, Q, S to W and openings 10d, 10e (see FIG. 4). In the openings of the third brazing sheet 23, a symbol "23" is attached to the end of an element that constitutes a part of the flow path or opening in the above-described tube socket 10 (in other words, the part that overlaps with the opening in the sixth plate member 16) in a top view, or the symbol "16" is replaced with the symbol "23".

[0135] <The fourth brazing sheet 24> FIG. 17 is a top view of the fourth brazing sheet 24 that constitutes the tube socket 10 of the first embodiment. As shown in FIG. 17, the fourth brazing sheet 24 is formed in a rectangular plate shape having sides along the X direction and sides along the Y direction. The fourth brazing sheet 24 has the same shape as the above-described subplate 20 (see FIG. 13) in a top view. That is, the fourth brazing sheet 24 has openings J24, M24, R24, T24 to W24 and openings 10b24, 10d24 corresponding to the above-described flow paths J, M, R, T to W and openings 10b, 10d (see FIG. 4). In the openings in the fourth brazing sheet 24, a symbol "24" is attached to the end of an element (in other words, a portion that overlaps with the opening in the subplate 20 in a top view) that constitutes a part of the flow path or opening in the above-described socket 10, or the symbol "20" is replaced with the symbol "24".

[0136] <Flow path> As shown in FIG. 3, the flow paths A to W are formed by a plurality of plate-like members 11 to 17, 20 to 24 that constitute the socket 10. The socket 10 is formed by alternately stacking the above-described brazing sheets 21 to 24 (examples of plate-like members having a first thickness) and the plate materials 11 to 17, 20 that are thicker than the brazing sheets 21 to 24 (examples of plate-like members having a second thickness thicker than the first thickness). Here, alternately stacking means that an adhesive layer such as a brazing material may exist between the plate materials. That is, the flow paths A to W are formed by the brazing sheets 21 to 24 and the plate materials 11 to 17, 20.

[0137] As shown in FIG. 2, the flow paths A and B (an example of a flow path) extending from the input port 5 of the pipe seat 10 to the input port of the air supply valve 30A are composed of a flow path A (an example of a first flow path extending in the in-plane direction) connected to the input port 5 of the pipe seat 10 and a flow path B (an example of a second flow path extending in the in-plane direction) connected to the input port of the air supply valve 30A. Here, extending in the in-plane direction means the direction along the surface of the plate material as viewed from the thickness direction of the plate material. As shown in FIG. 3, the plurality of plate-like members 11 to 17, 20 to 24 include a fourth plate material 14 (an example of a plate-like member having a first flow path) having the flow path A, a sixth plate material 16 (an example of a plate-like member having a second flow path) having the flow path B, and a fifth plate material 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 material 14 and the sixth plate material 16. As shown in FIG. 10, the fifth plate material 15 has an opening A15 (an example of only a hole connecting one end of the first flow path and one end of the second flow path) connecting one end of the opening A14 (an example of one end of the first flow path) in the fourth plate material 14 and one end of the opening B16 (an example of one end of the second flow path) in the sixth plate material 16.

[0138] The plurality of plate-like members 11 to 17, 20 to 24 include a third plate material 13 (see FIG. 8, an example of a plate-like member having a first hole) having an opening B13, a fifth plate material 15 (see FIG. 10, an example of a plate-like member having a second hole) having an opening B15, and a fourth plate material 14 (see FIG. 9) provided between the third plate material 13 and the fourth plate material 14. As shown in FIG. 9, the fourth plate material 14 has an opening B14 (an example of a third flow path connecting the first hole and the second hole) connecting the opening B13 (an example of the first hole) in the third plate material 13 and the opening B15 (an example of the second hole) in the fifth plate material 15.

[0139] As shown in Fig. 2, the flow path A constitutes a flow path connecting the input port 5 of the pipe seat 10, the pressure regulating valve 50 and the output valve 51 (an example of a pilot pressure regulating valve) that constitute the load-responsive valve 34. As shown in Fig. 3, the flow path A is formed by the fourth plate member 14, the second brazing sheet 22 disposed on the upper and lower surfaces of the fourth plate member 14, the fifth plate member 15, the sixth plate member 16, the third brazing sheet 23 disposed on the upper and lower surfaces of the sixth plate member 16, and the seventh plate member 17 (an example of a plurality of plate-like members).

[0140] As shown in Fig. 2, the flow path R constitutes a flow path connecting the port of the load-responsive 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, the pressure regulating valve 50 and the output valve 51 (an example of a pilot pressure regulating valve) that constitute the load-responsive valve 34. As shown in Fig. 3, the flow path R and the flow path A are formed by the first plate member 11, the second plate member 12, the first brazing sheet 21 disposed on the upper and lower surfaces of the second plate member 12, the third plate member 13, the fourth plate member 14, the second brazing sheet 22 disposed on the upper and lower surfaces of the fourth plate member 14, the fifth plate member 15, the sixth plate member 16, the third brazing sheet 23 disposed on the upper and lower surfaces of the sixth plate member 16, and the seventh plate member 17 (an example of a plurality of plate-like members).

[0141] As shown in Fig. 2, 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) that constitute the load-responsive valve 34 and the pilot pressure sensor 42B (an example of a pilot pressure sensor). As shown in Fig. 3, the flow path M is formed by the first plate member 11, the second plate member 12, the first brazing sheet 21 disposed on the upper and lower surfaces of the second plate member 12, the third plate member 13, the fourth plate member 14, the second brazing sheet 22 disposed on the upper and lower surfaces of the fourth plate member 14, the fifth plate member 15, the sixth plate member 16, the third brazing sheet 23 disposed on the upper and lower surfaces of the sixth plate member 16, the seventh plate member 17, the sub-plate 20, and the fourth brazing sheet 24 (an example of a plurality of plate-like members) disposed on the lower surface of the sub-plate 20.

[0142] <Relationship between the Arrangement of Pressure Sensors and the Material of the Plate-Like Member> The plurality of plate-like members 11 to 17, 20 to 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 attached, a pressure regulating valve 50 and an output valve 51 (an example of a pilot pressure regulating valve) that constitute the pressure application valve 34, and a fourth brazing sheet 24 (an example of a plate-like member having a fourth flow path) that forms a flow path M between the pilot pressure sensor 42B. The sub-plate 20 is preferably formed of a metal that is more corrosion-resistant than the metal forming the fourth brazing sheet 24.

[0143] For example, when the metal forming the fourth brazing sheet 24 is aluminum, the sub-plate 20 is preferably formed of stainless steel. Note that the materials of the plate-like members such as the sub-plate 20 and the fourth brazing sheet 24 are not limited to the above and can be changed according to the required specifications. For example, when the metal forming the fourth brazing sheet 24 is iron or steel, the sub-plate 20 is preferably formed of a metal (for example, copper, zinc, stainless steel, aluminum, etc.) that is more corrosion-resistant to water than iron or steel.

[0144] <Method for Manufacturing a Brake Control Device> Hereinafter, an example of the method for manufacturing the brake control device according to the embodiment will be described. The method for manufacturing a brake control device includes a seat manufacturing step of manufacturing a seat 10 having an input port 5 into which compressed air (an example of a fluid) is input from a supply air tank 2 (an example of an air source and a fluid source), and adjusting 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 operating air (an example of a fluid for operating a brake device) for operating a brake cylinder 3 (an example of a brake device), and a fixing step of fixing pressure regulating valves 30 to 35 and pressure sensors 41 to 43 to the seat 10.

[0145] In the socket manufacturing process, a plurality of plate-like members 11 to 17, 20 to 24 are laminated and metallically joined to each other, and flow paths A to W connecting the input port 5 and the regulating valves 30 to 35 are formed by the plurality of plate-like members 11 to 17, 20 to 24. In the socket manufacturing process, the surfaces of two adjacent plate-like members among the plurality of plate-like members 11 to 17, 20 to 24 facing each other in the lamination direction (Z direction) are brazed. After the socket manufacturing process, the process proceeds to the fixing process.

[0146] In the fixing process, the regulating valves 30 to 35 and the pressure sensors 41 to 43 are fastened to the surface of the socket 10 with bolts. In the fixing process, the regulating valves 30, 31 (an example of a pilot pressure regulating valve), the pilot pressure sensor 42, and the air spring pressure sensors 41, 43 are fixed to the upper surface of the socket 10 (an example of the same side surface of the socket 10). In the fixing process, the load-responsive valve 34 and the double check valve 35 are fixed to the lower surface of the socket 10 (an example of the same side surface of the socket 10). Through the above processes, the brake control device of the embodiment is manufactured.

[0147] <Function and Effect> As described above, the brake control device 1 according to the present embodiment includes a socket 10 having an input port 5 into which compressed air is input from the supply air tank 2, and regulating valves 30 to 35 that adjust the flow rate or pressure of the compressed air input from the input port 5 and output the operating air for operating the brake cylinder 3. The socket 10 has a plurality of plate-like members 11 to 17, 20 to 24 metallically joined and laminated to each other. The flow paths A to W connecting the input port 5 and the regulating valves 30 to 35 are formed by the plurality of plate-like members 11 to 17, 20 to 24.

[0148] According to this configuration, since the flow paths A to W connecting the input port 5 and the regulating valves 30 to 35 are formed by a plurality of plate-like members 11 to 17, 20 to 24, the flow paths A to W can be freely arranged three-dimensionally. Therefore, compared with the case where the flow paths A to W are formed in a single-layer tube base, the flow paths A to W can be made denser and more complex. In addition, since the tube base 10 is formed by laminating a plurality of plate-like members 11 to 17, 20 to 24 by metal bonding to each other, the metal bonding has a higher bonding strength than the bonding by an existing adhesive, so that leakage of compressed air can be suppressed. Therefore, leakage of compressed air can be suppressed, and the flow paths A to W can be made denser and more complex.

[0149] The plurality of plate-like members 11 to 17, 20 to 24 according to the present 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 alternately stacking the brazing sheets 21 to 24 having the first thickness and the plate materials 11 to 17, 20 having the second thickness. According to this configuration, compared with the case where a tube base is formed by stacking a plurality of plate-like members having the same thickness, a flow path A to W having a desired flow rate can be realized with a small tube base 10 while suppressing the total number of plate-like members.

[0150] The plurality of plate-like members 11 to 17, 20 to 24 according to the present embodiment include a fourth plate material 14 having a flow path A extending in the in-plane direction, a sixth plate material 16 having a flow path B extending in the in-plane direction, and a fifth plate material 15 provided between the fourth plate material 14 and the sixth plate material 16. The fifth plate material 15 has an opening A15 connecting one end of the opening A14 in the fourth plate material 14 and one end of the opening B16 in the sixth plate material 16. According to this configuration, since the bonding area is ensured on both surfaces of the fifth plate material 15 having the opening A15, the bonding strength can be increased compared with the case where the fourth plate material 14 and the sixth plate material 16 are directly stacked.

[0151] The plurality of plate-like members 11 to 17, 20 to 24 according to this embodiment include a third plate member 13 having an opening B13, a fifth plate member 15 having an opening B15, and a fourth plate member 14 provided between the third plate member 13 and the fourth plate member 14. The fourth plate member 14 has an opening B14 that connects the opening B13 in the third plate member 13 and the opening B15 in the fifth plate member 15. According to this configuration, since the flow path B is formed by the 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 pipe seat, the flow path B can be made denser and more complex.

[0152] The pilot pressure adjustment valves 50 and 51 according to this embodiment are pilot pressure adjustment valves that adjust the pressure of the compressed air input from the input port 5 based on the pressures of the air springs 50d and 51d that receive the load of the vehicle and output a pilot pressure. The flow path A connecting the input port 5 and the pilot pressure adjustment valves 50 and 51 is formed by a plurality of plate-like members 14, 15, 16, 17, 22, and 23. According to this configuration, it is possible to suppress leakage of compressed air and make the flow path connecting the input port 5 and the pilot pressure adjustment valves 50 and 51 denser and more complex.

[0153] The pipe seat 10 according to this embodiment includes an air spring port 6 to which the pressures of the air springs 50d and 51d that receive the load of the vehicle are input. 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 adjustment valves 50 and 51 are formed by a plurality of plate-like members 11 to 17, 21 to 23. According to this configuration, since the flow path R connecting the air spring port 6 and the air spring pressure sensor 43 is also constituted by one laminated pipe seat 10, it can be made smaller.

[0154] The pilot pressure adjustment valves 30 and 31 and the air spring pressure sensors 41 and 43 according to this embodiment are fixed to the same side surface of the pipe seat 10. According to this configuration, since the pilot pressure regulating valves 30, 31 and the air spring pressure sensors 41, 43 are fixed to the same side surface of the pipe seat 10, it is easier for an operator to access during maintenance as compared with the case where the pilot pressure regulating valves 30, 31 and the air spring pressure sensors 41, 43 are fixed to different side surfaces of the pipe seat 10.

[0155] The brake control device 1 according to the present embodiment includes a pilot pressure sensor 42B that detects the pilot pressure output by the pilot pressure regulating valves 50, 51. The flow path M connecting the pilot pressure regulating valves 50, 51 and the pilot pressure sensor 42B is formed by a plurality of plate-like members 11 to 17, 20 to 24. The pilot pressure sensor 42B and the air spring pressure sensors 41, 43 are fixed to the same side surface of the pipe seat 10. According to this configuration, since the pilot pressure sensor 42B and the air spring pressure sensors 41, 43 are fixed to the same side surface of the pipe seat 10, it is easier for an operator to access during maintenance as compared with the case where the pilot pressure sensor 42B and the air spring pressure sensors 41, 43 are fixed to different side surfaces of the pipe seat 10.

[0156] Among the plurality of plate-like members 11 to 17, 20 to 24 according to the present embodiment, the outermost layer plate-like members 11, 17 have valve mounting openings 10a to which the pilot pressure regulating valves 50, 51 are attached. According to this configuration, the pilot pressure regulating valves 50, 51 can be fastened with bolts through the valve mounting openings 10a in the outermost layer plate-like members 11, 17.

[0157] The brake control device 1 according to the present embodiment includes a pilot pressure sensor 42B that detects the pilot pressure output by the pilot pressure regulating valves 50, 51. The outermost layer sub-plate 20 among the plurality of plate-like members 11 to 17, 20 to 24 has a sensor mounting opening 10b to which the pilot pressure sensor 42B is attached. According to this configuration, the pilot pressure sensor 42B can be fastened with bolts through the sensor mounting opening 10b in the outermost layer sub-plate 20.

[0158] The pilot pressure regulating valves 30, 31 and the pilot pressure sensor 42B according to this embodiment are fixed to the same side surface of the pipe seat 10. According to this configuration, since 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, it is easier for an operator to access during maintenance as compared with the case where the pilot pressure regulating valves 30, 31 and the pilot pressure sensor 42B are fixed to different side surfaces of the pipe seat 10.

[0159] The plurality of plate-like members 11 to 17, 20 to 24 according to this embodiment include a sub-plate 20 having a sensor mounting opening 10b to which the pilot pressure sensor 42B is mounted, and a fourth brazing sheet 24 having a flow path M connecting the pilot pressure regulating valves 50, 51 and the pilot pressure sensor 42B. The sub-plate 20 is formed of a metal having better corrosion resistance than the metal forming the fourth brazing sheet 24. According to this configuration, even when moisture accumulates around the sensor mounting opening 10b to which the pilot pressure sensor 42B is mounted, it is possible to suppress the sub-plate 20 from rusting.

[0160] The method for manufacturing a brake control device according to this embodiment includes a pipe seat manufacturing step of manufacturing a pipe seat 10 having an input port 5 into which compressed air is input from a supply air tank 2, and adjusting the flow rate or pressure of the compressed air input from the input port 5 to output operating air for operating a brake cylinder 3, and fixing steps of fixing the regulating valves 30 to 35 and the pressure sensors 41 to 43 to the pipe seat 10. In the pipe seat manufacturing step, a plurality of plate-like members 11 to 17, 20 to 24 are laminated and metal-bonded to each other, and a plurality of flow paths A to W connecting the input port 5 and the regulating valves 30 to 35 are formed by the plurality of plate-like members 11 to 17, 20 to 24. In the fixing step, the regulating valves 30 to 35 and the pressure sensors 41 to 43 are fastened to the surface of the pipe seat 10 with bolts.

[0161] According to this method, by forming the flow paths A to W connecting the input port 5 and the regulating valves 30 to 35 with a plurality of plate-like members 11 to 17, 20 to 24, the flow paths A to W can be freely arranged three-dimensionally. Therefore, compared with the case where the flow paths A to W are formed in a single-layer pipe base, the flow paths A to W can be made denser and more complex. In addition, by laminating a plurality of plate-like members 11 to 17, 20 to 24 and metallically joining them to each other, the metallic joining has a higher joining strength than joining with an existing adhesive, so leakage of compressed air can be suppressed. Therefore, leakage of compressed air can be suppressed, and the flow paths A to W can be made denser and more complex.

[0162] <Second Embodiment> <Brake Control Device> FIG. 18 is a top view of the brake control device 201 according to the second embodiment. FIG. 19 is a view including the XIX-XIX cross section of FIG. 18. In the above-described first embodiment, an example in which the relay valve is provided outside the pipe base has been described, but the present invention is not limited to this. For example, the relay valve may be provided inside the pipe base. In the second embodiment, the same components as those in the above-described first embodiment are given the same names, and detailed descriptions thereof are omitted.

[0163] As shown in FIG. 19, the brake control device 201 has a pilot pressure port 206 to which a pilot pressure (for example, a pilot pressure output from a pilot pressure regulating valve (not shown)) is input. The pilot pressure port 206 is provided in the pipe base 210. The pipe base 210 is formed by laminating a plurality of plate-like members 210a and metallically joining (for example, brazing) them to each other.

[0164] The relay valve 220 (an example of a regulating valve) adjusts the flow rate or pressure of compressed air (an example of the fluid input from the input port) input from the input port 205 according to the pressure of the pilot pressure input from the pilot pressure port 206. The relay valve 220 has the pressure adjusted by an air supply valve and an exhaust valve (not shown) input as the pilot pressure, 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 a plurality of plate-like members 210a. The flow path 212 connecting the pilot pressure port 206 and the relay valve 220 is formed by a plurality of plate-like members 210a.

[0165] A plurality (for example, two in the present embodiment) of relay valves 220 are provided. The two relay valves 220 are a first relay valve 220A that outputs compressed air (an example of the fluid) to a first brake cylinder 203A (an example of a first braking device) for braking one of the front and rear wheels (an example of a first wheel) of a bogie, and a second relay valve 220B that outputs compressed air (an example of the fluid) to a second brake cylinder 203B (an example of a second braking device) for controlling the other of the front and rear wheels (an example of a second wheel) of a bogie.

[0166] The first relay valve 220A and the second relay valve 220B are arranged at intervals in the front-rear direction of the bogie. The first relay valve 220A is arranged on the -X side with respect to the second relay valve 220B. In each figure, a symbol A is attached to the end of the components of one of the two relay valves 220A and 220B (the first relay valve 220A on the -X side), and a symbol B is attached to the end of the components of the other (the second relay valve 220B on the +X side). However, when there is no particular need for distinction, the symbols at the end are omitted in the description.

[0167] As shown in FIG. 18, the input ports 205A and 205B are provided corresponding to the respective relay valves 220A and 220B. The input ports 205A and 205B include a first input port 205A for inputting compressed air (an example of a fluid) from the first supply air tank 202A (an example of an air source and a fluid source) to the first relay valve 220A, and a second input port 205B for inputting compressed air (an example of a fluid) from the second supply air tank 202B (an example of an air source and a fluid source) to the second relay valve 220B.

[0168] Note that the number of installed supply air tanks (air sources) is not limited to the above and can be changed according to the required specifications. For example, compressed air may be input to each of the input ports 205A and 205B from one supply air tank (an example of an air source).

[0169] As shown in FIG. 19, the pilot pressure ports 206A and 206B are provided corresponding to the respective relay valves 220A and 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.

[0170] The output ports 207A and 207B are provided corresponding to the respective relay valves 220A and 220B. The output ports 207A and 207B include 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.

[0171] The flow path 211A connecting the first input port 205A and the first relay valve 220A is formed by a plurality of plate-like members 210a. The flow path 212A connecting the first pilot pressure port 206A and the first relay valve 220A is formed by a plurality of plate-like members 210a. The flow path 213A connecting the first relay valve 220A and the first output port 207A is formed by a plurality of plate-like members 210a.

[0172] The flow path 211B connecting the second input port 205B and the second relay valve 220B is formed by a plurality of plate-like members 210a. The flow path 212B connecting the second pilot pressure port 206B and the second relay valve 220B is formed by a plurality of plate-like members 210a. The flow path 213B connecting the second relay valve 220B and the second output port 207B is formed by a plurality of plate-like members 210a.

[0173] As shown in FIG. 18, 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, the flow path 211A connecting the first input port 205A and the first relay valve 220A extends from the port (input port of the input chamber 221) of the first relay valve 220A toward the +X side in a top view, then extends while inclining toward the +Y side of the second relay valve 220B, and then extends while inclining toward the +X side of the second relay valve 220B.

[0174] As shown in FIG. 19, the relay valve 220 includes an input chamber 221 having an input port (in other words, a port communicating with the flow path 211), an output chamber 222 having an output port (in other words, a port communicating with the flow path 213), a control chamber 223 having a pilot port (in other words, a port communicating with the pilot pressure port 206), and a discharge chamber 224 having an exhaust port (in other words, a port communicating with the exhaust port 208).

[0175] The source pressure is input into the input chamber 221 through the input port 205. The pilot pressure is input into the control chamber 223 through the pilot port. The output chamber 222 generates a brake pressure corresponding to the pilot pressure and outputs it through the output port. The discharge chamber 224 exhausts the surplus pressure through the exhaust port.

[0176] The relay valve 220 includes a hollow piston 225, a diaphragm 226, a spring 227, a valve body 228, and a spring 229. A throttle 231 is provided between the spring chamber 230 in which the spring 227 is accommodated and the output chamber 222 to prevent the piston 225 from reacting too sensitively to transient changes in the output chamber 222.

[0177] The piston 225 is provided so as to be movable in the vertical direction. The diaphragm 226 is provided so as to project laterally from the piston 225. The diaphragm 226 supports the piston 225 so as to be reciprocally movable in the vertical direction.

[0178] The two relay valves 220A and 220B are arranged side by side horizontally at an interval such that the diaphragms 226 are adjacent to each other. Note that the arrangement positions of the relay valves 220A and 220B are not limited to the above and can be changed according to the required specifications.

[0179] The diaphragm 226 is deflected by the differential pressure between the air pressure in the control chamber 223 and the air pressure in the output chamber 222, and displaces the piston 225 while resisting the elastic force (restoring force) of the spring 227. When the piston 225 is displaced upward, the valve body 228 is moved upward while resisting the elastic force (restoring force) of the spring 229, and the input chamber 221 and the output chamber 222 are brought into a communicating state.

[0180] When the differential pressure between the air pressure in the control chamber 223 and the air pressure in the output chamber 222 disappears, the piston 225 is displaced downward. When the piston 225 is displaced downward, the valve body 228 is moved downward by the spring 229, and the input chamber 221 and the output chamber 222 are brought into a non-communicating state.

[0181] When the piston 225 is displaced downward, the output chamber 222 and the discharge chamber 224 communicate with each other through the hollow portion of the piston 225. At this time, the output pressure also flows into the spring chamber 230 through the throttle 231 and acts in the direction of pushing down the piston 225. When the differential pressure between the pressure in the control chamber 223 and the output pressure (spring chamber 230) disappears, the piston 225 is displaced upward, and the output chamber 222 and the discharge chamber 224 are in a non-communicating state. That is, the compressed air in the input chamber 221 flows into the output chamber 222, or the compressed air in the output chamber 222 is discharged into the discharge chamber 224, so that the pressure in the output chamber 222 is adjusted to the brake pressure corresponding to the pilot pressure.

[0182] As shown in FIG. 18, the brake control device 201 may include forced release valves 240A and 240B that forcibly exhaust the brake pressure output from the relay valves 220A and 220B at a predetermined timing (for example, when the output from an opening solenoid valve (not shown) is input as the pilot pressure). In the example of the figure, two forced release valves 240A and 240B are also provided corresponding to the two relay valves 220A and 220B.

[0183] The forced release valves 240A and 240B have an elongated shape in the front-rear direction. That is, the longitudinal direction of the forced release valves 240A and 240B is orthogonal to the moving direction of the piston 225 of the relay valves 220A and 220B (the direction in which the piston 225 moves in the vertical direction). One of the forced release valves 240A is arranged on the -Y side of the relay valve 220A in a top view. The other forced release valve 240B is arranged on the +Y side of the relay valve 220B in a top view.

[0184] As described above, the brake control device 201 according to the present embodiment includes a pilot pressure port 206 to which a pilot pressure is input. The adjustment valve 220 is a relay valve that adjusts the flow rate or pressure of the 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-like members 210a. According to this configuration, in the configuration in which the relay valve 220 is provided inside the pipe base 210, leakage of compressed air can be suppressed, and the flow paths 211 and 212 can be made denser and more complex.

[0185] The relay valves 220A and 220B according to the present embodiment include a first relay valve 220A that outputs compressed air to a first brake cylinder 203A for braking a first wheel in one carriage, and a second wheel different from the first wheel in one carriage. And a second relay valve 220B that outputs compressed air to the second brake cylinder 203B for braking. The input ports 205A and 205B include a first input port 205A for inputting compressed air from the first supply air tank 202A to the first relay valve 220A, and a second input port for inputting compressed air from the second supply air tank 202B to the second relay valve 220B. 2 input ports 205B. The pilot pressure ports 206A and 206B include 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. A flow path 211A connecting the first input port 205A and the first relay valve 220A, a flow path 212A connecting the first pilot pressure port 206A and the first relay valve 220A, a flow path 211B connecting the second input port 205B and the second relay valve 220B, and And a flow path 212B connecting the second pilot pressure port 206B and the second relay valve 220B are formed by a plurality of plate-like members 210a. According to this configuration, the braking performance can be made more accurate as compared with the case where only one relay valve 220 is provided. In addition, in the configuration in which two relay valves 220A and 220B are provided inside the pipe base 210, leakage of compressed air can be suppressed, and the flow paths 211A, 211B, 212A, and 212B can be made denser and more complex.

[0186] In the brake control device 201 according to this embodiment, the first relay valve 220A and the second relay valve 220B are arranged at intervals in the longitudinal 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. According to this configuration, the thickness of the brake control device 201 in the width direction can be suppressed as compared with the case where the two relay valves 220 are arranged at intervals in the width direction of the vehicle.

[0187] <Third Embodiment> <Dehumidifying Device> FIG. 20 is a top view of the dehumidifying device 301 according to the third embodiment. FIG. 21 is a side view seen from the arrow XXI in FIG. 20. In the above-described first and second embodiments, the brake control device, which is a control device for a brake device for braking (air braking) a railway vehicle (vehicle), has been described as an example, but the present invention is not limited thereto. For example, the present invention is also applicable to a dehumidifying device for dehumidifying compressed air (an example of a fluid used for generating a braking force) used for generating a braking force in a railway vehicle (vehicle). Compressed air generated by an air compressor (not shown) flows into the dehumidifying device. Then, the compressed air dehumidified by the dehumidifying device is stored in a compressed air tank (not shown). The compressed air stored in the compressed air tank is used as needed.

[0188] As shown in FIG. 20, the dehumidifying device 301 includes a housing 310 having a dehumidifying unit inlet 305 into which compressed air from the upstream side flows in the flow direction of the compressed air, a dehumidifying unit outlet 306 from which the dehumidified compressed air flows out, and a flow path 311 connecting the dehumidifying unit inlet 305 and the dehumidifying unit outlet 306.

[0189] The housing 310 is formed in a rectangular parallelepiped shape having a length in the X direction and a short side in the Y direction. As shown in FIG. 21, the housing 310 has a plurality (nine in the example of the figure) of plate-like members 310a laminated on each other in the Z direction. The housing 310 has the plurality of plate-like members 310a brazed (an example of metal bonding) to each other. Note that the joining method of the plurality of plate-like members 310a is not limited to brazing, and may be other interfacial joining or fusion joining, and can be changed according to the required specifications.

[0190] As shown in FIG. 20, the dehumidifying device 301 may include a drain separation unit 320 disposed upstream in the flow direction of the compressed air, a first dehumidifying unit 321 disposed downstream of the drain separation unit 320 in the flow direction of the compressed air, and a second dehumidifying unit 322 disposed downstream of the first dehumidifying unit 321 in the flow direction of the compressed air.

[0191] The drain separation unit 320 removes drains (for example, oil and moisture, etc.) contained in the compressed air generated by an air compressor (not shown). For example, the drain separation unit 320 may be provided at one end in the front-rear direction of the housing 310 (for example, the -X end). For example, the drain separation unit 320 may be connected to the dehumidifying unit inlet 305 and have a spiral flow path (not shown) formed in a spiral shape. For example, the drains contained in the compressed air are removed from the compressed air by adhering to the inner wall surface of the spiral flow path when passing through the spiral flow path of the drain separation unit 320. The compressed air from which the drains have been separated by the drain separation unit 320 flows into the first dehumidifying unit 321 through the outlet of the drain separation unit 320.

[0192] The first dehumidifying unit 321 dehumidifies the compressed air from the drain separation unit 320. For example, the first dehumidifying unit 321 may be provided at an intermediate portion in the front-rear direction of the housing 310. For example, a plurality (two in the example of the figure) of the first dehumidifying units 321 may be provided at intervals in the front-rear direction. For example, the first dehumidifying unit 321 may be a so-called hollow fiber membrane type dehumidifying unit having a plurality of hollow fiber membranes (not shown) provided in the housing 310. For example, in the hollow fiber membrane, the water vapor contained in the compressed air passing through the inside permeates to the outside of the membrane portion, thereby generating dehumidified compressed air. The compressed air dehumidified by the first dehumidifying unit 321 flows into the second dehumidifying unit 322 through the outlet of the first dehumidifying unit 321.

[0193] The second dehumidifying section 322 dehumidifies the compressed air from the first dehumidifying section 321. For example, the second dehumidifying section 322 may be provided at the other end in the front-rear direction of the housing 310 (for example, the +X end). For example, the second dehumidifying section 322 may be a so-called adsorption type dehumidifying section having an adsorbent (such as silica gel etc.) (not shown) provided in the housing 310. For example, the moisture contained in the compressed air is adsorbed by the adsorbent material, thereby generating dehumidified compressed air. The compressed air dehumidified by the second dehumidifying section 322 is stored in a compressed air tank (not shown) through the outlet of the second dehumidifying section 322 (an example of the dehumidifying section outlet 306), and is used as needed.

[0194] Note that the installation modes of the drain separation section 320, the first dehumidifying section 321, and the second dehumidifying section 322 are not limited to the above, and can be changed according to the requirements specification.

[0195] The flow path 311 connecting the dehumidifying section inlet 305 and the dehumidifying section outlet 306 is formed by a plurality (9 in the example of FIG. 21) of plate-like members 310a. For example, the flow path 311 connecting the dehumidifying section inlet 305 and the dehumidifying section outlet 306 may be composed of a flow path 311A connecting the dehumidifying section inlet 305 and the outlet of the drain separation section 320, a flow path 311B connecting the outlet of the drain separation section 320 and the outlet of the first dehumidifying section 321, and a flow path 311C connecting the outlet of the first dehumidifying section 321 and the outlet of the second dehumidifying section 322.

[0196] As described above, the dehumidifying device 301 according to the present embodiment is a dehumidifying device for dehumidifying the compressed air used to generate braking force in a vehicle. The dehumidifying device 301 includes a housing 310 having a dehumidifying section inlet 305 into which compressed air from the upstream side flows in the flow direction of the compressed air, a dehumidifying section outlet 306 from which the dehumidified compressed air flows out, and a flow path 311 connecting the dehumidifying section inlet 305 and the dehumidifying section outlet 306. The housing 310 has a plurality of plate-like members 310a that are metallically joined to each other and laminated. The flow path 311 is formed by a plurality of plate-like members 310a.

[0197] According to this configuration, since the flow path 311 is formed by a plurality of plate-like members 310a, the flow path 311 can be freely arranged three-dimensionally. Therefore, compared with the 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, since the housing 310 is formed by laminating a plurality of plate-like members 310a that are metallically joined to each other, the metallic joining has a higher joining strength than joining with an existing adhesive, so leakage of compressed air can be suppressed. Therefore, leakage of compressed air can be suppressed, and the flow path 311 can be made denser and more complex.

[0198] Note that the technical scope of the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

[0199] In the above-described embodiments, an example in which the flow path is formed by a plurality of plate-like members has been described, but the present invention is not limited to this. For example, the above-described tube seat or housing may include a flow path formed by a single plate-like member. For example, the mode of the flow path can be changed according to the required specifications.

[0200] In the above-described embodiments, an example in which the fluid is air has been described, but the present invention is not limited to this. For example, the fluid may be a gas other than air, or may be a liquid such as oil or water. For example, the mode of the fluid can be changed according to the required specifications.

[0201] In the above-described first embodiment, the brake control device has been described by taking as an example a seat having an input port into which compressed air is input from a supply air tank, and an adjustment valve that adjusts the flow rate or pressure of the compressed air input from the input port and outputs operating air for operating the brake cylinder. However, the present invention is not limited to this. For example, the brake control device may include a seat having an input port into which oil is input from a supply tank, and an adjustment valve that adjusts the flow rate or pressure of the oil input from the input port and outputs operating oil for operating the brake cylinder. For example, the brake control device is not limited to being driven by a gas such as operating air, and may be driven by hydraulic pressure or water pressure. For example, the mode of the brake control device can be changed according to the required specifications.

[0202] In the above-described second embodiment, the adjustment valve has been described by taking as an example a relay valve that adjusts the flow rate or pressure of the compressed air input from the input port according to the pressure of the pilot pressure input from the pilot pressure port. However, the present invention is not limited to this. For example, the adjustment valve may be a relay valve that adjusts the flow rate or pressure of the oil input from the input port according to the pressure of the pilot pressure input from the pilot pressure port. For example, the adjustment valve is not limited to a relay valve that adjusts the flow rate or pressure of a gas such as compressed air, and may be a relay valve that adjusts the flow rate or pressure of a liquid such as oil or water. For example, the mode of the adjustment valve can be changed according to the required specifications.

[0203] In the above-described third embodiment, the dehumidifying device has been described by taking as an example a device for dehumidifying the compressed air used to generate a braking force in a railway vehicle (vehicle). However, the present invention is not limited to this. For example, the dehumidifying device is applicable to vehicles other than railway vehicles, such as automobiles. For example, the dehumidifying device is applicable not only to vehicles but also to moving bodies other than vehicles, such as airplanes and ships. For example, the dehumidifying device may be for dehumidifying a gas other than compressed air. For example, the mode of the dehumidifying device can be changed according to the required specifications.

[0204] In the above-described first embodiment, the plurality of plate-like members include a plate-like member having a first thickness and a plate-like member having a second thickness greater than the first thickness. The flow path has been described by way of example as being formed by alternately stacking the plate-like member having the first thickness and the plate-like member having the second thickness, but is not limited thereto. For example, as shown in FIG. 22, the tube socket 410 has a plate-like member 411 having a first thickness and a plate-like member 412 having a second thickness greater than the first thickness, which are metallically joined (e.g., brazed) to each other and laminated. The plate-like member 412 having the second thickness may have a reservoir portion 430 that is recessed in the thickness direction (Z direction) from the joint surface with the plate-like member 411 having the first thickness. In the example of FIG. 22, the reservoir portion 430 is provided at a position different from the flow path 420 in the plate-like member 412 having the second thickness and is a recess that is recessed downward from the upper surface of the plate-like member 412 having the second thickness. According to this configuration, when the plate-like member 411 having the first thickness and the plate-like member 412 having the second thickness are metallically joined (e.g., brazed), the molten brazing material flows and accumulates in the reservoir portion 430, so that it is possible to prevent the brazing material from accumulating in the flow path 420. Note that the reservoir portion is not limited to being provided in the plate-like member constituting the tube socket of the brake control device, and may be provided in the plate-like member constituting the housing of the dehumidifying device. For example, the installation mode of the reservoir portion can be changed according to the required specifications.

[0205] In the example of FIG. 22, the plate-like member having the second thickness has been described by way of example as having a reservoir portion that is recessed in the thickness direction from the joint surface with the plate-like member having the first thickness, but is not limited thereto. For example, as shown in FIG. 23, the tube socket 510 has a plate-like member 511 having a first thickness and a plate-like member 512 having a second thickness greater than the first thickness, which are metallically joined (e.g., brazed) to each other and laminated. The plate-like member 512 having the second thickness may have an inclined surface 521 that partitions the flow path 520 and is inclined with respect to the thickness direction (Z direction). In the example of FIG. 23, the inclined surface 521 constitutes both side wall surfaces of the flow path 520. In the example of FIG. 23, the flow path 520 is formed in an inverted trapezoidal cross-sectional shape. According to this configuration, when the plate-like member 511 having the first thickness and the plate-like member 512 having the second thickness are metallically joined (for example, brazed), the molten brazing material flows and stays on the inclined surface 521 of the flow path 520, so that it is possible to suppress the accumulation of the brazing material at the bottom of the flow path 520.

[0206] In addition, within the scope not departing from the gist of the present invention, it is possible to replace the components in the above-described embodiments with well-known components. Also, the above-described modification examples may be combined. Among the embodiments disclosed in this specification, those composed of a plurality of objects may integrate the plurality of objects, and conversely, those composed of one object may be divided into a plurality of objects. Whether integrated or not, it should be configured so as to achieve the object of the invention.

Explanation of Reference Numerals

[0207] 1…Brake control device, 2…Supply air 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 mounting opening (valve fastening part), 10b…Sensor mounting opening (sensor fastening part), 11…First plate material (plate-like member, outermost layer plate-like member among a plurality of plate-like members), 12…Second plate material (plate-like member), 13…Third plate material (plate-like member), 14…Fourth plate material (plate-like member), 15…Fifth plate material (plate-like member), 16…Sixth plate material (plate-like member), 17…Seventh plate material (plate-like member, outermost layer plate-like member among a plurality of plate-like members), 20…Sub-plate (plate-like member, outermost layer plate-like member among a plurality of plate-like members), 21…First brazing sheet (plate-like member), 22…Second brazing sheet (plate-like member), 23…Third brazing sheet (plate-like member), 24…Fourth brazing sheet (plate-like member), 30A~30C…Air supply valve (adjusting valve), 31A~31C…Exhaust valve (adjusting valve), 32…Solenoid valve (adjusting valve), 33…Emergency valve (adjusting valve), 34…Response load valve (adjusting valve), 35…Compound check valve (adjusting valve), 41A~D…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), 50d…Full-load guarantee spring (air spring), 51d…Empty-load guarantee spring (air spring), 51…Output valve (pilot pressure regulating valve), 201…Brake control device, 202A…First supply air tank (air source, fluid source), 202B…Second supply air tank (air source, fluid source), 203A…First brake cylinder (first braking device), 203B…Second brake cylinder (second braking device), 205A…First input port (input port), 205B…Second input port (input port), 206A…First pilot pressure port (pilot pressure port), 206B…Second pilot pressure port (pilot pressure port), 210…Pipe seat, 210a…Plate-like member, 211A…Flow path connecting the first input port and the first 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…Dehumidifying device, 305…Dehumidifying section inlet, 306…Dehumidifying section outlet, 310…Housing, 310a…Plate-like member, 311…Flow path, 410…Pipe seat, 411…Plate-like member having a first thickness, 412…Plate-like member having a second thickness, 420…Flow path, 430…Pooling section, 510…Pipe seat, 511…Plate-like member having a first thickness, 512…Plate-like member having a second thickness, 520…Flow path, A~W…Flow path,

Claims

1. A base having at least one input port into which fluid is input from a fluid source, and an adjustment valve that adjusts the flow rate or pressure of the fluid input from the input port and outputs fluid for operating a braking device. The base is formed by laminating a plurality of plate-like members that are metallically joined to each other, and a flow path connecting the input port and the adjustment 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 that is thicker than the first thickness. The flow path is formed by alternately stacking the plate-like member having the first thickness and the plate-like member having the second thickness. The plate-like member having the first thickness has the same shape as the plate-like member having the second thickness adjacent to the plate-like member having the first thickness in a top view. A brake control device.

2. The plate-like member having the second thickness has a reservoir portion that is recessed in the thickness direction from the joint surface with the plate-like member having the first thickness. The brake control device according to claim 1.

3. The plurality of plate-like members include a plate-like member having a first flow path extending in the in-plane direction, a plate-like member having a second flow path extending in the in-plane direction, and a plate-like member provided between the plate-like member having the first flow path and the plate-like member having the second flow path and having only holes connecting one end of the first flow path and one end of the second flow path. The brake control device according to claim 1 or 2.

4. The plurality of plate-like members include a plate-like member having a first hole, a plate-like member having a second hole, and a plate-like member provided between the plate-like member having the first hole and the plate-like member having the second hole and having a third flow path connecting the first hole and the second hole. The brake control device according to any one of claims 1 to 3.

5. The adjustment valve is a pilot pressure adjustment valve that adjusts the pressure of the fluid input from the input port based on the pressure of a fluid spring that receives the load of the vehicle and outputs a pilot pressure. A flow path connecting the input port and the pilot pressure adjustment valve is formed by the plurality of plate-like members. The brake control device according to any one of claims 1 to 4.

6. The base further includes a fluid spring port into which the pressure of a fluid spring that receives the load of the vehicle is input. The brake control device further includes a fluid spring pressure sensor that detects 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-like members. The brake control device according to claim 5.

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

8. The brake control device further includes a pilot pressure sensor that detects 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 surface of the pipe seat. The brake control device according to claim 6 or 7.

9. The outermost layer plate-like member among the plurality of plate-like members has a valve fastening portion to which the pilot pressure regulating valve is attached. The brake control device according to any one of claims 5 to 8.

10. The brake control device further includes a pilot pressure sensor that detects the pilot pressure output by the pilot pressure regulating valve. The outermost layer plate-like member among the plurality of plate-like members has a sensor fastening portion to which the pilot pressure sensor is attached. The brake control device according to any one of claims 5 to 9.

11. The brake control device further includes a pilot pressure sensor that detects 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. The brake control device according to any one of claims 5 to 10.

12. The brake control device further includes a pilot pressure sensor that detects the pilot pressure output by the pilot pressure regulating valve. The plurality of plate-like members A plate-like member having a sensor fastening portion to which the pilot pressure sensor is attached, A plate-like member having a fourth flow path connecting the pilot pressure regulating valve and the pilot pressure sensor, and includes. The plate-like member having the sensor fastening portion is formed of a metal having better corrosion resistance than the metal forming the plate-like member having the fourth flow path. The brake control device according to any one of claims 5 to 11.

13. The brake control device further includes at least one pilot pressure port to which a pilot pressure is input. The regulating valve is at least one relay valve that regulates 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. 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 members. The brake control device according to any one of claims 1 to 4.

14. The relay valve A first relay valve that outputs fluid to a first brake device for braking a first wheel of one carriage; A second relay valve that outputs fluid to a second brake device for braking a second wheel different from the first wheel of the one carriage, and includes The input port A first input port for inputting fluid from the fluid source to the first relay valve; A second input port for inputting fluid from the fluid source to the second relay valve, and includes The pilot pressure port A first pilot pressure port for inputting pilot pressure to the first relay valve; A second pilot pressure port for inputting pilot pressure to the second relay valve, and includes 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-like members. The brake control device according to claim 13.

15. The first relay valve and the second relay valve are arranged at intervals in the front-rear direction of the one carriage. The flow path connecting the first input port and the first relay valve is configured to bypass the second relay valve. The brake control device according to claim 14.

16. A dehumidifying device for dehumidifying the fluid used to generate a braking force, comprising: A dehumidifying unit inlet through which the fluid from the upstream side flows in the flow direction of the fluid, a dehumidifying unit outlet through which the dehumidified fluid flows out, and a flow path connecting the dehumidifying unit inlet and the dehumidifying unit outlet. The housing is formed by laminating a plurality of plate-like members by metal bonding to each other, and the flow path is formed by the plurality of plate-like members. Dehumidifying device.

17. A socket manufacturing process for manufacturing a socket having an input port into which fluid is input from a fluid source. An adjustment valve that adjusts the flow rate or pressure of the fluid input from the input port and outputs the fluid for operating the braking device, and a pressure sensor are fixed to the pipe seat, including a fixing step. In the pipe seat manufacturing step, a plurality of plate-like members are laminated and metallically joined to each other, and a flow path connecting the input port and the adjustment valve is formed by the plurality of plate-like members. In the fixing step, the adjustment valve and the pressure sensor are fastened to the surface of the pipe seat with 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 stacking the plate-like member having the first thickness and the plate-like member having the second thickness. The plate-like member having the first thickness has the same shape as the plate-like member having the second thickness adjacent to the plate-like member having the first thickness in a top view. A method for manufacturing a brake control device.

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