Brake control device and brake system

Abstract

To reduce exhaust sound.SOLUTION: A brake control device comprises: a brake control device main body which can supply compressed air with predetermined pressure to a basic brake device and has an outlet capable of discharging the compressed air; and a silencer into which the compressed air discharged from the outlet is introduced, the silencer has an introduction pipe one end of which is connected to the outlet, a plurality of connection pipes extending in a plurality of different directions to the other end of the introduction pipe and having the same structure, and a plurality of mufflers only one of which is connected in correspondence with one of the connection pipes, and which have the same structure.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a brake control device and a brake system.

Background Art

[0002] As means of transportation, railway vehicles that run on rails by wheels and rail transit systems that run on tracks by running wheels equipped with rubber tires are known. Among rail transit systems, there is a guided rail transit system in which guide wheels are arranged at the center or sides of the vehicle. Vehicles such as those of railways and rail transit systems are provided with a brake system that applies braking force to wheels or rubber tires. Generally, an air brake that adjusts the braking force by controlling a brake cylinder or the like using the pressure of air stored in an air tank is adopted for the brake system of a vehicle. The brake system has a brake control device for controlling such an air brake.

[0003] For example, the brake control device described in Patent Document 1 includes a casing that is an exterior, a pipe seat that connects the casing and a frame fixed to the vehicle body, a valve block, an electro-pneumatic plate having a plurality of solenoid valves covered by the casing, and a controller that controls the plurality of solenoid valves as various controls related to braking. Further, a silencer for suppressing noise when exhausting from an exhaust port is arranged on the pipe seat.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Incidentally, in the brake control devices described above, when the brakes are released, a large amount of compressed air is exhausted into the outside atmosphere through the exhaust port. At that time, the outflow of a large amount of high-pressure compressed air generates a loud exhaust noise. Reducing such exhaust noise has always been a challenge in brake control devices.

[0006] This disclosure was made to solve the above-mentioned problems and aims to provide a brake control device and brake system capable of reducing exhaust noise. [Means for solving the problem]

[0007] To solve the above problems, the brake control device according to the present disclosure comprises a brake control device body capable of supplying compressed air at a predetermined pressure to a base brake device and having a discharge port from which the compressed air can be discharged, and a silencing device into which the compressed air discharged from the discharge port is introduced, wherein the silencing device comprises an introduction pipe with one end connected to the discharge port, a plurality of connecting pipes having the same structure and extending in a plurality of different directions from the other end of the introduction pipe, and a plurality of silencers having the same structure, with only one connected to each of the connecting pipes.

[0008] Furthermore, the brake system according to this disclosure comprises the brake control device described above, an air tank that supplies compressed air to the brake control device, and a base brake device to which compressed air at a predetermined pressure is supplied from the brake control device. [Effects of the Invention]

[0009] The brake control device and brake system of this disclosure can reduce exhaust noise. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic diagram showing the configuration of a vehicle equipped with the brake system according to this embodiment. [Figure 2] This is a block diagram showing the brake system according to this embodiment. [Figure 3] This is a schematic diagram showing the general configuration of the sound-dampening device according to this embodiment. [Figure 4] This is a cross-sectional view taken along the line IV-IV in Figure 3. [Modes for carrying out the invention]

[0011] Hereinafter, embodiments for implementing the brake control device 30 and brake system 20 according to this disclosure will be described with reference to the attached drawings. However, this disclosure is not limited to these embodiments.

[0012] (Vehicle configuration) As shown in Figure 1, Vehicle 1 is used in railways and guided rail transit systems. In this embodiment, one or more vehicles are operated as a train set. When multiple vehicles 1 are used as a train set, the vehicles 1 are connected to each other by coupling devices (not shown). Vehicle 1 comprises a vehicle body 10 capable of running on rails and a braking system 20 located on the vehicle body 10.

[0013] (Brake system configuration) The brake system 20 controls the braking force applied to the wheels of the vehicle body 10. The brake system 20 is located under or on the floor of the vehicle body 10. As shown in Figure 2, the brake system 20 of this embodiment includes an air compressor 21, an air tank 22, a base brake device 23, and a brake control device 30. The air compressor 21 compresses a fluid (air) supplied from the outside to generate a high-pressure fluid (compressed air). The air tank 22 stores the compressed air supplied from the air compressor 21. The base brake device 23 uses the compressed air to apply braking force to the wheels of the vehicle 1. The base brake device 23 is, for example, a disc brake with a pressure boosting cylinder or a road brake. The base brake device 23 may be provided for each vehicle body 10, or for each wheel.

[0014] (Configuration of the brake control system) The brake control device 30 adjusts the pressure of the compressed air supplied from the air tank 22 to a predetermined pressure, and then supplies the compressed air at the adjusted pressure to the base brake device 23. The brake control device 30 according to this embodiment includes a brake control device body 40 and a silencing device 50.

[0015] The brake control device body 40 is capable of supplying compressed air at a predetermined pressure to the brakes and discharging the compressed air. The brake control device body 40 comprises a casing 41 (see Figure 3), a control unit 42, an electro-pneumatic conversion valve 43, a load-sensitive valve 44, an emergency solenoid valve 45, and a relay valve 46.

[0016] As shown in Figures 3 and 4, the casing 41 constitutes the exterior of the brake control device body 40. The casing 41 is made of a metal material, such as aluminum. Inside the casing 41 are the control unit 42, the electro-pneumatic conversion valve 43, the load-sensitive valve 44, the emergency solenoid valve 45, and the relay valve 46. The casing 41 has an outlet 411 that can discharge compressed air to the outside of the casing 41. The outlet 411 is formed to open on the surface of the casing 41. The outlet 411 is connected to the silencer 50 on the outside of the casing 41.

[0017] As shown in Figure 2, the control unit 42 is a control unit that oversees the entire operation of the brake control device 30. During normal operation, the control unit 42 generates a brake command as an electrical signal based on the operation of the driver operating the vehicle 1 and commands from the ATC. The generated brake command is sent to the electro-pneumatic conversion valve 43. In addition, in the event of an emergency stop, such as when an emergency stop command is issued to the vehicle 1 while it is in operation, the control unit 42 outputs an emergency stop command as an electrical signal to the emergency solenoid valve 45.

[0018] The electro-pneumatic conversion valve 43 is connected to the air tank 22 and the relay valve 46. The electro-pneumatic conversion valve 43 outputs compressed air with a pressure corresponding to the brake command input from the control unit 42 from the compressed air supplied from the air tank 22. The electro-pneumatic conversion valve 43 sends the compressed air to the relay valve 46. The electro-pneumatic conversion valve 43 may be composed of only one or more electro-pneumatic conversion valves, or may be composed of one or more supply solenoid valves and exhaust solenoid valves.

[0019] The load-responsive valve 44 is connected to the air tank 22 and the emergency solenoid valve 45. The load-responsive valve 44 outputs compressed air with a pressure corresponding to the weight of the vehicle body 10 using the compressed air supplied from the air tank 22. The load-responsive valve 44 sends the compressed air to the emergency solenoid valve 45. For example, when many passengers are on the vehicle body 10, the output pressure from the load-responsive valve 44 increases according to the load. Therefore, when an emergency stop command is output, compressed air with a higher pressure is supplied from the emergency solenoid valve 45, and a stronger braking force acts on the basic brake device 23. As a result, the braking characteristics of the vehicle 1 at the time of emergency stop are made constant regardless of the occupancy rate.

[0020] The emergency solenoid valve 45 is connected to the load-responsive valve 44 and the relay valve 46. The emergency solenoid valve performs an opening and closing operation according to the emergency stop command output from the control unit 42. Specifically, when an emergency stop command is input, the emergency solenoid valve 45 immediately becomes fully open. When the emergency solenoid valve 45 is opened, the compressed air adjusted by the load-responsive valve 44 is supplied to the relay valve 46. As a result, a pressure corresponding to the emergency stop command is applied to the basic brake device 23 through the relay valve 46. Thereby, an emergency brake is applied to the vehicle 1. Also, the pressure of the compressed air discharged from the emergency solenoid valve 45 is greater than the pressure of the compressed air discharged from the electro-pneumatic conversion valve 43.

[0021] The relay valve 46 is a pilot-operated valve that converts the pressure according to the command pressure, amplifies the capacity, and outputs it toward the foundation braking device 23. The relay valve 46 is connected to the electro-pneumatic conversion valve 43 and the emergency solenoid valve 45. The relay valve 46 sends compressed air with a pressure corresponding to the command pressure to the foundation braking device 23. Specifically, the relay valve 46 uses the pressure of the compressed air supplied from the electro-pneumatic conversion valve 43 or the emergency solenoid valve 45 as the command pressure, converts it to a pressure corresponding to this command pressure, and sends the compressed air with amplified capacity to the foundation braking device 23. Therefore, the relay valve 46 receives the compressed air that has become the pressure corresponding to the brake command from the electro-pneumatic conversion valve 43 and outputs higher-pressure compressed air to the foundation braking device 23. Also, the relay valve 46 receives the compressed air that has become the pressure corresponding to the emergency stop command from the emergency solenoid valve 45 and outputs higher-pressure compressed air to the foundation braking device 23. That is, the pressure of the compressed air sent from the relay valve 46 to the foundation braking device 23 is greater than the pressure of the compressed air supplied from the electro-pneumatic conversion valve 43 to the relay valve 46 and the pressure of the compressed air supplied from the emergency solenoid valve 45 to the relay valve 46. Furthermore, the pressure of the compressed air supplied from the relay valve 46 to the foundation braking device 23 when compressed air is supplied from the emergency solenoid valve 45 (during an emergency stop) is greater than the pressure of the compressed air supplied from the relay valve 46 to the foundation braking device 23 when compressed air is supplied from the electro-pneumatic conversion valve 43 (during normal operation).

[0022] Also, the relay valve 46 is connected to the discharge port 411 through piping inside the casing 41. Therefore, the relay valve 46 can discharge the compressed air returned from the foundation braking device 23 to the discharge port 411. Also, the pressure of the compressed air returned from the foundation braking device 23 to the relay valve 46 is the highest in the brake control device 30.

[0023] The silencer 50 is connected to the brake control device body 40. As shown in Figures 3 and 4, compressed air discharged from the exhaust port 411 is introduced into the silencer 50. The silencer 50 reduces the exhaust noise of the compressed air discharged from the exhaust port 411. The silencer 50 is located outside the casing 41 and is connected to the exhaust port 411. The silencer 50 is fixed to the casing 41 in an immovable manner. The silencer 50 includes an introduction pipe 51, a branch pipe 52, a connecting pipe 53, and a silencer 54.

[0024] The inlet pipe 51 connects the outlet 411 and the branch pipe 52. One end (upper end) of the inlet pipe 51 is connected to the outlet 411. The other end (lower end) of the inlet pipe 51 is connected to the branch pipe 52. In this embodiment, the inlet pipe 51 is an L-shaped pipe fitting (elbow) that is curved at a right angle with a constant inner diameter. The inlet pipe 51 is a pipe with a diameter equivalent to the opening diameter of the outlet 411. The inlet pipe 51 extends horizontally from the outlet 411 and then curves downward in the vertical direction.

[0025] The branch pipe 52 supplies compressed air in multiple different directions perpendicular to the flow direction of the compressed air that has flowed through the inlet pipe 51. The branch pipe 52 is positioned between the inlet pipe 51 and the multiple connecting pipes 53. The branch pipe 52 in this embodiment is formed with a constant inner diameter. The branch pipe 52 in this embodiment is a T-shaped joint piping that branches in two directions. The branch pipe 52 has a base pipe 521 and multiple (two in this embodiment) branch pipes 522. One end (upper end) of the base pipe 521 is connected to the inlet pipe 51. The base pipe 521 extends with the same diameter as the inlet pipe 51. The base pipe 521 extends vertically downward from the lower end of the inlet pipe 51. The two branch pipes 522 extend in multiple different directions. The branch pipes 522 extend perpendicular to the other end (lower end) of the base pipe 521. In other words, the branch pipe 522 of this embodiment extends horizontally from the lower end of the base pipe 521 so as to be perpendicular to the base pipe 521. The branch pipe 522 extends with the same diameter as the base pipe 521. Multiple branch pipes 522 have the same structure. Multiple branch pipes 522 are formed integrally with the base pipe 521. The branch pipe 52 also has a collision surface 520. The collision surface 520 is a surface perpendicular to the flow of compressed air that has flowed through the introduction pipe 51. The collision surface 520 is formed on the inner circumferential surface of the connection portion between the base pipe 521 and the two branch pipes 522. Therefore, the compressed air that has flowed through the base pipe 521 collides with the collision surface 520 and then branches off into the two branch pipes 522 and flows through them.

[0026] The connecting pipes 53 extend in multiple different directions from the other end of the inlet pipe 51. In this embodiment, each connecting pipe 53 is connected to correspond to each branch pipe 522. Therefore, only one connecting pipe 53 is connected to each branch pipe 522. In addition, the connecting pipes 53 in this embodiment are indirectly connected to the inlet pipe 51 via the branch pipe 52. Multiple connecting pipes 53 have the same structure. The connecting pipe 53 is an L-shaped pipe fitting (elbow) that is curved at a right angle with a constant inner diameter. The connecting pipes 53 in this embodiment are made of the same material as the inlet pipe 51. The connecting pipes 53 are pipes with the same inner diameter as the branch pipes 522. The connecting pipes 53 extend horizontally from the branch pipes 522 and then curve downward in the vertical direction.

[0027] The silencer 54 reduces the exhaust noise of compressed air when it is exhausted from the brake control device body 40. The same number of silencers 54 as the number of connecting pipes 53 (two in this embodiment) are arranged. In other words, only one silencer 54 is connected to each connecting pipe 53. Multiple silencers 54 have the same structure. The silencer 54 is a sound-absorbing device, for example, having a sound-absorbing material such as glass wool inside. The diameter of the silencer 54 is formed to be smaller than the opening diameter of the exhaust port 411. Also, all silencers 54 are arranged to face downward in the vertical direction.

[0028] (Effects and Benefits) In the brake system 20 equipped with the brake control device 30 of the above embodiment, when braking, a large volume of high-pressure compressed air supplied from the relay valve 46 to the base brake device 23 drives the base brake device 23. When the brake is released, the compressed air from the base brake device 23 is returned to the relay valve 46. After that, it is sent to the silencer 50 from the discharge port 411 via the relay valve 46. The compressed air sent to the silencer 50 passes through the introduction pipe 51, the branch pipe 52, and the connecting pipe 53 in that order and is sent to the silencer 54. Then it is discharged (exhausted) to the outside via the silencer 54.

[0029] In this configuration, the compressed air discharged from the outlet 411 is distributed through two identical connecting pipes 53 extending in different directions from the inlet pipe 51, and then sent to two silencers 54 having the same structure. Therefore, compared to sending all of the compressed air discharged from the outlet 411 to only one silencer 54, the flow rate of compressed air exhausted by one silencer 54 can be reduced. Consequently, the generation of exhaust noise from one silencer 54 can be suppressed. Furthermore, by being sent to the identical connecting pipes 53 and silencers 54, the compressed air discharged from the outlet 411 is evenly distributed and sent to each silencer 54. Consequently, there is no difference in the flow rate and pressure loss of the compressed air supplied to multiple silencers 54, thus suppressing the exhaust noise generated by each silencer 54. Therefore, the exhaust noise generated from multiple silencers 54 can be reduced. As a result, the exhaust noise generated from the silencer 50 can be reduced.

[0030] Furthermore, the compressed air that has passed through the inlet pipe 51 is sent to the connecting pipe 53 via the branch pipe 52. In the branch pipe 52, the compressed air that has flowed through the inlet pipe 51 is sent to the branch pipes 522 that extend in different directions perpendicular to the direction of flow. As a result, the compressed air that has flowed through the inlet pipe 51 collides with the collision surface 520 formed on the inner circumference of the connection portion between the main pipe 521 and the branch pipes 522. Consequently, the pressure loss of the compressed air when supplied to the connecting pipe 53 via the branch pipe 52 is greater than the pressure loss of the compressed air when it is sent directly from the inlet pipe 51 to the connecting pipe 53. In addition, the collision with the collision surface 520 causes stagnation in the flow of the compressed air, making it easier for the compressed air to be evenly distributed in the branch pipes 522 that extend in different directions. This makes it possible to further reduce the differences in flow rate and pressure loss of the compressed air supplied to the multiple silencers 54. As a result, the exhaust noise generated from the multiple silencers 54 can be further reduced. These factors make it possible to further reduce the exhaust noise generated from the silencer 50.

[0031] Furthermore, if the flow paths from the outlet 411 to each silencer 54 have completely different flow path lengths and diameters, differences will occur in the flow rate and pressure loss of the compressed air supplied to the multiple silencers 54. As a result, the exhaust noise generated by each silencer 54 will not be reduced. Consequently, the exhaust noise generated from multiple silencers 54 cannot be sufficiently reduced. This is also true if the number of silencers 54 is simply increased. However, in this embodiment, the flow paths from the outlet 411 to each silencer 54 are completely identical in flow path length and diameter, passing through the inlet pipe 51, branch pipe 52, and connecting pipe 53. As a result, there are no differences in the flow rate and pressure loss of the compressed air supplied to the multiple silencers 54, allowing for highly accurate suppression of the exhaust noise generated by each silencer 54. Therefore, the exhaust noise generated from multiple silencers 54 can be significantly reduced.

[0032] Furthermore, the diameter of the silencer 54 is smaller than the opening diameter of the exhaust port 411. Therefore, compared to using a silencer 54 with the same diameter as the opening diameter of the exhaust port 411, the pressure loss in the silencer 54 is increased, and exhaust noise can be suppressed even further.

[0033] Furthermore, the inner diameters of the pipes from the outlet 411 to the inlet pipe 51, branch pipe 52, and connecting pipe 53 are the same, and the cross-section of the flow path through which compressed air flows is not narrowed until it reaches the silencer 54. In particular, the flow path is not narrowed before it branches off in the branch pipe 52. Therefore, the increase in the time required for exhaust can be suppressed. Consequently, exhaust noise can be reduced without reducing the responsiveness of the basic braking device 23.

[0034] Furthermore, the silencer 54 is oriented vertically downward. As a result, the compressed air discharged from the silencer 54 is sent towards the ground. Therefore, the sound generated from the silencer 54 is also directed towards the ground, further reducing exhaust noise through the ground.

[0035] Furthermore, the inlet pipe 51 and connecting pipe 53 are formed with L-shaped pipe fittings, and the branch pipe 52 is formed with a T-shaped pipe fitting. By using L-shaped and T-shaped pipe fittings in this way, a flow path with a constant diameter from the outlet 411 to the silencer 54 can be easily created with commercially available, simple components. Therefore, a silencer 50 can be obtained inexpensively and with a simple configuration.

[0036] (Other embodiments) Although embodiments of this disclosure have been described in detail above with reference to the drawings, the specific configuration is not limited to these embodiments and may include design changes and the like that do not depart from the gist of this disclosure.

[0037] The brake system 20 is not limited to the structure described above. The brake system 20 may have multiple air tanks 22, such as a main air tank and an auxiliary air tank. Furthermore, the brake system 20 is not limited to a structure in which the electro-pneumatic conversion valve 43 and the emergency solenoid valve 45 are directly connected to the relay valve 46. For example, a switching solenoid valve may be placed after the electro-pneumatic conversion valve 43 and the emergency solenoid valve 45. In other words, the electro-pneumatic conversion valve 43 and the emergency solenoid valve 45 may be configured to supply air to the relay valve via a switching solenoid valve.

[0038] Furthermore, the silencing device 50 is not limited to the structure described above. For example, the silencing device 50 does not have to have a branch pipe 52. In other words, it may be directly connected to the inlet pipe 51 and the connecting pipe 53.

[0039] Furthermore, the connecting pipe 53 is not limited to being connected in a direction perpendicular to the inlet pipe 51. The connecting pipe 53 may extend in a direction not perpendicular to the inlet pipe 51, such as extending diagonally to the inlet pipe 51 and branching into a Y-shape.

[0040] Furthermore, there are not necessarily two branch pipes 522 or connecting pipes 53, as long as multiple are provided. Therefore, there may be three or more branch pipes 522 or connecting pipes 53.

[0041] Furthermore, the orientation of the silencer 54 is not limited to downward in the vertical direction. The silencer 54 may be positioned to face horizontally, or in a direction inclined with respect to the vertical and horizontal directions.

[0042] Furthermore, the multiple silencers 54 are not limited to being arranged in the same direction, as in this embodiment. The multiple silencers 54 may be arranged facing different directions.

[0043] Furthermore, the structure of the silencer 54 is not limited to that of this embodiment. For example, the diameter of the silencer 54 may be equal to or larger than the opening diameter of the outlet 411. Also, the silencer 54 does not have to be a sound-absorbing device.

[0044] <Note> The brake control device 30 and brake system 20 described in the embodiment can be understood, for example, as follows.

[0045] (1) The brake control device 30 according to the first embodiment comprises a brake control device body 40 capable of supplying compressed air at a predetermined pressure to a base brake device 23 and having an outlet 411 from which the compressed air can be discharged, and a silencer 50 into which the compressed air discharged from the outlet 411 is introduced, wherein the silencer 50 comprises an introduction pipe 51 with one end connected to the outlet 411, a plurality of connecting pipes 53 having the same structure and extending in a plurality of different directions from the other end of the introduction pipe 51, and a plurality of silencers 54 having the same structure, with only one connected to each of the connecting pipes 53.

[0046] In this brake control device 30, the compressed air discharged from the outlet 411 is distributed through two connecting pipes 53 of the same structure that extend in different directions from the inlet pipe 51, and then sent to two silencers 54 of the same structure. Therefore, compared to the case where all the compressed air discharged from the outlet 411 is sent to only one silencer 54, the flow rate of compressed air exhausted by one silencer 54 can be reduced. Thus, the generation of exhaust noise produced by one silencer 54 can be suppressed. Furthermore, by being sent to the connecting pipes 53 and silencers 54 of the same structure, the compressed air discharged from the outlet 411 is evenly distributed and sent to each silencer 54. Therefore, since there is no difference in the flow rate and pressure loss of the compressed air supplied to the multiple silencers 54, the exhaust noise generated by each silencer 54 can be suppressed. Thus, the exhaust noise generated from multiple silencers 54 can be reduced. As a result, the exhaust noise generated from the silencer 50 can be reduced.

[0047] (2) The brake control device 30 according to the second embodiment is the brake control device 30 of (1), further comprising a branch pipe 52 disposed between the introduction pipe 51 and a plurality of connecting pipes 53, and having a plurality of branch pipes 522 extending in different directions perpendicular to the flow direction of the compressed air that has flowed through the introduction pipe 51, and each of the connecting pipes 53 may be connected to correspond to each of the branch pipes 522.

[0048] As a result, in the branch pipe 52, the compressed air that has flowed through the inlet pipe 51 is sent to the branch pipe 522, which extends in a different direction perpendicular to the direction of flow. Therefore, the compressed air that has flowed through the inlet pipe 51 collides with the connection point between the main pipe 521 and the branch pipe 522. Consequently, the pressure loss of the compressed air supplied to the connecting pipe 53 via the branch pipe 52 is greater than the pressure loss of the compressed air when it is supplied directly from the inlet pipe 51 to the connecting pipe 53. Furthermore, the collision with the branch pipe 52 causes stagnation in the flow of compressed air, making it easier for the compressed air to be evenly distributed in the branch pipes 522 that extend in different directions. This makes it possible to further reduce the differences in flow rate and pressure loss of the compressed air supplied to the multiple silencers 54. Therefore, the exhaust noise generated from the multiple silencers 54 can be further reduced. As a result, the exhaust noise generated from the silencer 50 can be further reduced.

[0049] (3) The brake control device 30 according to the third embodiment is the brake control device 30 of (1) or (2), wherein the diameter of the silencer 54 may be smaller than the opening diameter of the discharge port 411.

[0050] This increases the pressure loss in the silencer 54 and further suppresses exhaust noise compared to using a silencer 54 with the same diameter as the opening diameter of the exhaust port 411.

[0051] (4) The brake control device 30 according to the fourth embodiment is any one of the brake control devices 30 from (1) to (3), and the silencer 54 may be facing downward in the vertical direction.

[0052] As a result, the compressed air discharged from the silencer 54 is directed towards the ground. Therefore, the sound generated from the silencer 54 is also directed towards the ground, further reducing exhaust noise through the ground.

[0053] (5) The brake control device 30 according to the fifth embodiment is the brake control device 30 of (2), wherein the introduction pipe 51 is an L-shaped pipe fitting and the branch pipe 52 is a T-shaped pipe fitting that branches in two directions.

[0054] This allows for the easy creation of a flow path with a constant diameter from the outlet 411 to the silencer 54 using commercially available, simple components, by employing L-shaped or T-shaped pipe fittings. Therefore, a silencer 50 can be obtained with an inexpensive and simple configuration.

[0055] (6) The brake system 20 according to the sixth embodiment comprises one of the rake control devices (1) to (5), an air tank 22 that supplies the compressed air to the brake control device 30, and a base brake device 23 to which the compressed air at a predetermined pressure is supplied from the brake control device 30. [Explanation of Symbols]

[0056] 1…Vehicle 10... Vehicle body 20…Brake system 21... Air compressor 22... Air tank 23…Basic braking system 30…Brake control device 40... Brake control unit 41…Casing 411...Exhaust port 42...Control Unit 43... Electro-pneumatic converter valve 44... Load-sensitive valve 45…Emergency solenoid valve 46… Relay valve 50…silencer 51...Introduction pipe 52... Branch pipe 520...Collision surface 521... Root pipe 522…Branch pipe 53…Connecting pipe 54...Silencer

Claims

1. A brake control device body capable of supplying compressed air at a predetermined pressure to a base brake device and having an outlet from which the compressed air can be discharged, The device includes a sound-dampening device into which the compressed air discharged from the outlet is introduced, The sound-dampening device is An inlet pipe, one end of which is connected to the aforementioned outlet, Multiple connecting pipes having the same structure extend in multiple different directions from the other end of the aforementioned inlet pipe, A brake control device having multiple silencers, each having the same structure and connected to only one of the aforementioned connecting pipes.

2. The branch pipe is further provided, which is positioned between the introduction pipe and a plurality of connecting pipes and has branch pipes extending in a plurality of different directions perpendicular to the flow direction of the compressed air that has flowed through the introduction pipe. The brake control device according to claim 1, wherein each of the connecting pipes is connected to correspond to each of the branch pipes.

3. The brake control device according to claim 1 or 2, wherein the diameter of the silencer is smaller than the opening diameter of the discharge port.

4. The brake control device according to claim 1 or 2, wherein the silencer is oriented downward in the vertical direction.

5. The aforementioned inlet pipe is an L-shaped pipe fitting, The brake control device according to claim 2, wherein the branch pipe is a T-shaped pipe fitting that branches in two directions.

6. A brake control device according to claim 1 or 2, The brake control device is supplied with an air tank that provides compressed air, A brake system comprising a base brake device to which compressed air at a predetermined pressure is supplied from the brake control device.

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