Description
BRAKE PRESSURE CONTROL VALVE AND BRAKE CONTROL DEVICE
Technical Field
[0001] The present invention relates to a brake pressure control valve and a brake
control device.
Background Art
[0002] There is known a conventional brake control device disclosed in Patent
Document 1, which has a variable load valve and relay valves stored in a casing. In the
casing of the brake control device disclosed in this patent document, two blocks
configuring the relay valves (relay valve blocks) are disposed on a block configuring the
variable load valve (variable load valve block), and these blocks are compactly stored in
the casing.
[0003] On the other hand, there is also known a brake control device disclosed in
Patent Document 2, which has an antiskid valve for preventing a wheel from sliding.
The antiskid valve disclosed in Patent Document 2 is configured by a solenoid valve
and a control valve, wherein the solenoid valve is activated in response to a control
signal. The control valve has a control chamber linked to a throttle part provided in the
solenoid valve, and an output chamber communicated with a brake cylinder. Once
sliding of the wheel is detected, the antiskid valve supplies pressure fluid to the control
chamber of the control valve on the basis of a slide detection signal, which is the control
signal. As a result, the pressure fluid of the output chamber communicated with the
brake cylinder is discharged, weakening brake force. When the brake is not released,

the brake control device forcibly opens and activates the antiskid valve on the basis of a
forced release command. This also weakens the brake force.
[0004] The brake control device of Patent Document 1 described above has the
relay valve blocks placed on the variable load valve block. For this reason, the blocks
need to be placed so as not to interfere with each other, and each of the blocks needs to
have a section where tightening bolts or other attachment members are provided. These
factors inhibit downsizing of the brake control device.
[0005] The antiskid valve disclosed in Patent Document 2 is formed on the outside
of the brake control device separately from a variable load valve or a relay valve.
Adding this antiskid valve to the brake control device increases the size of the brake
control device.
[0006] Patent Document 1: Japanese Patent Application Publication No. 2007-
106287
Patent Document 2: Japanese Unexamined Utility Model Application Publication
No. H3-118166
Summary of the Invention
[0007] The present invention was contrived in view of these conventional brake
pressure control valves, and an object of the present invention is to provide a brake
pressure control valve that contributes to downsizing of a brake control device.
[0008] A brake pressure control valve according to one aspect of the present
invention has: a block in which at least a first hole part and two second hole parts are
formed; a variable load valve that is disposed in the first hole part of the block and
capable of generating variable load pressure according to a vehicle load; and relay

valves that are disposed in the two second hole parts of the block respectively and
capable of generating brake pressure on the basis of control pressure generated
according to the variable load pressure. The relay valves respectively have pistons and
diaphragms that are disposed so as to project laterally from the pistons and supporting
the pistons while allowing the piston to reciprocate. The two relay valves are disposed
in horizontal alignment with a space therebetween such that the diaphragms thereof are
mutually adjacent. The variable load valve is disposed in a position between the two
pistons and away from a position where the diaphragms are mutually adjacent.
Brief Description of the Drawings
[0009] [Fig. 1] Fig. 1 is a perspective view showing the entire configuration of a
brake control device according to an embodiment of the present invention.
[Fig. 2] Fig. 2 is a diagram of the brake control device without a lid, viewed from
the front.
[Fig. 3] Fig. 3 is a cross-sectional diagram of the inside of a casing viewed from
the left side.
[Fig. 4] Figs. 4A and 4B are diagrams each illustrating how a wiring board and
control boards are disposed.
[Fig. 5] Fig. 5A is a front side view of an attachment frame body, Fig. 5B is a
bottom view of the attachment frame body, and Fig. 5C is a right side view of the
attachment frame body.
[Fig. 6] Fig. 6A is a diagram of a case main body viewed from the front, and Fig.
6B is a cross-sectional diagram of the case main body viewed from the right side.
[Fig. 7] Fig. 7 is a diagram showing the entire configuration of a compressed air

circuit.
[Fig. 8] Fig. 8 is a front side view of a block.
[Fig. 9] Fig. 9 is a cross-sectional diagram of the inside of the block viewed from
the front.
[Fig. 10] Fig. 10 is a cross-sectional diagram of the inside of the block viewed
from the right side.
[Fig. 11] Fig. 11 is a cross-sectional diagram of the inside of the block viewed
from above.
Embodiments for Carrying Out the Invention
[0010] An embodiment of the present invention is described hereinafter in detail
with reference to the drawings.
[0011] As shown in Figs. 1 to 3, a brake control device 10 according to the present
embodiment has a rectangular box shaped casing 11. The inside of the casing 11 is
formed as a storage space capable of storing a brake pressure control valve 20, control
boards 28 and the like, which are described hereinafter. The casing 11 has a case main
body 12 with an opened front surface, and a lid 13 capable of opening/closing the
opening of the case main body 12.
[0012] A back wall 12a configuring a side wall of the case main body 12 is formed
to have a level difference, as shown in Fig. 3. An upper side of the level difference of
the back wall 12a is formed so as to project rearward. A tube seat 14 is attached to a
lower side of the level difference of the back wall 12a. A back surface (rear surface) of
the tube seat 14 is substantially flush with an upper side part of the level difference on
an outer surface (rear surface) of the back wall 12a of the case main body 12. Attaching

the tube seat 14 to the back wall 12a forms an outline of the casing 11 into substantially
a cuboid.
[0013] In the present specification, the term "front side" or "near side" means the
side to which the case main body 12 is opened, that is, the side that faces a worker
during a maintenance work. The term "back side" or "deep side" means the side
opposite to the front side or the near side, that is, the tube seat 14 side in the case main
body 12. Therefore, the front side and the back side are irrelevant to a longitudinal
direction of a vehicle. The terms "left" and "right" mean the left-hand side and the
right-hand side with respect to the front side (near side).
[0014] The casing 11 is provided with attachment mounts 16 that can be attached
to a vehicle body (not shown) of the vehicle. As shown in Figs. 1 and 2, the attachment
mounts 16 are provided on either side of the casing 11. Each of the attachment mounts
16 has a horizontal part 16a extending in a horizontal direction and a suspending part
16b extending downward from the horizontal part 16a, and is in an L-shape. The
horizontal part 16a is joined to, for example, a lower surface of a trolley of the vehicle.
An installation part, not shown, is provided between the suspending parts 16b of the
attachment mounts 16, and the attachment mounts 16 are fixed to the casing 11 and the
back surface of the tube seat 14 by this installation part.
[0015] The tube seat 14 is a flat member having an air passage formed therein.
The air passage connects, for example, a pipe for source pressure or the like introduced
from the outside of the casing 11, to a variable load valve 21 (see Fig. 11), relay valves
22, 22 (see Fig. 9), forced open valves 23 (see Fig. 11) and the like, which are placed
inside the casing 11.
[0016] As shown in Figs. 1 and 2, cannon connectors 18 are provided on a side

wall of the casing 11 (case main body 12). More specifically, the cannon connectors 18
are attached to a right side wall 12b of a pair of side walls 12b, 12c extending in a
vertical direction with respect to a near side opening of the case main body 12.
Through-holes 12d are formed on this side wall 12b, as shown in Fig. 3, and the cannon
connectors 18 are fixed to the casing 11 (case main body 12) through these through-
holes 12d. Note that the cannon connectors 18 are connectors that have many
connecting terminals so as to be connected to wires having signal lines and power lines.
The cannon connectors 18 may not necessarily be round and may be polygonal. The
diagrams show the cannon connectors 18 that are configured as receptacles to which
wires having plugs can be connected. As shown in Fig. 2,'the cannon connectors 18 are
fixed to the case main body 12 by forming a connector attachment plate 25, which is
provided integrally with the connectors 18, along an inner surface of the side wall 12b,
and then screwing this connector attachment plate 25 to the side wall 12b of the case
main body 12. Therefore, inner end parts of the cannon connectors 18 protrude from
the inner surface of the side wall 12b.
[0017] The brake pressure control valve 20, a wiring board 27, the control boards
28, and connectors 29 are placed in the storage space of the casing 11.
[0018] The brake pressure control valve 20 is for adjusting brake pressure supplied
to a brake cylinder, not shown, and has a substantially rectangular block 31. The
variable load valve 21, the relay valves 22, and the forced open valves 23 are integrally
provided in the block 31. The structures of the valves are described hereinafter in detail.
[0019] The block 31 of the brake pressure control valve 20 is provided in a lower
part of the storage space and fixed to the tube seat 14 at this position. The wiring board
27 and the control boards 28 are disposed on an upper side of the block 31.

[0020] As shown in Figs. 4A and 4B, the wiring board 27 has a first board 27a
along the right side wall 12b of the case main body 12, a second board 27b along the
back wall 12a of the case main body 12, and a connecting part 27c for electrically
connecting the first board 27a and the second board 27b to each other, and is formed
into an L-shape as viewed in planar view. Inner side parts of the cannon connectors 18
are connected to the first board 27a. In other words, no wires are formed between the
first board 27a and the cannon connectors 18, and the first board 27a is supported by the
cannon connectors 18. Furthermore, the first board 27a is provided with a
communication port 33. External wiring is connected to this communication port 33
during a maintenance work and the like. Note that Figs. 4A and 4B are frame formats
for illustrating positional relationships of these members. Therefore, the shape of each
member is not shown accurately.
[0021] The first board 27a electrically connects the connecting terminals of the
cannon connectors 18 (not shown) to a connecting terminal of the connecting part 27c
(not shown). The connecting terminal of the connecting part 27c is electrically
connected to a connecting terminal of the second board 27b (not shown). Therefore, no
wires are formed between the first board 27a and the second board 27b.
[0022] Note that the cannon connectors 18 can also be attached to the back wall
12a of the case main body 12. In this case, the wiring board 27 is formed into a flat
plate and disposed along the back wall 12a. The wiring board 27 is connected to the
cannon connectors 18 so as to be positioned in a predetermined position with respect to
the back wall 12a of the case main body 12.
[0023] The second board 27b and the connecting part 27c are positioned
immediately above the tube seat 14, as shown in Fig. 3. In other words, the second

board 27b and the connecting part 27c are disposed above the level difference formed
on the back wall 12a of the case main body 12, and behind a lower section of the level
difference of the back wall 12a.
[0024] The control boards 28 are provided in plurality (three, in the present
embodiment). The second board 27b is provided with the connectors 29 corresponding
to the control boards 28 respectively. A connecting terminal 28a of each of the control
boards 28 is electrically connected to the second board 27b via the corresponding
connector 29. For this reason, no wires such as cables are formed between the second
board 27b and each of the control boards 28. Note that the number of the control boards
28 is not limited.
[0025] The control boards 28 are arrayed in horizontal position with a vertical
space therebetween. Power circuits are configured in the top control board 28. This
control board 28 functions as a power board. The power circuits include a feed circuit
for performing feed control on various solenoid valves or an axle speed sensor, a power
circuit associated with a communication circuit or the communication port 33
communicated with another brake control device, a power circuit for a microcomputer
circuit for performing brake control, and a power circuit for an FPGA circuit for
performing brake control. These power circuits are placed in a single control board 28,
and electronic components such as electrolyte capacitors are used in all of the power
circuits, and the electronic components having the same operating life are often used.
Therefore, even when there are many electronic components reaching the end of their
lives during a maintenance work, it is highly likely that these components exist in a
single control board 28. The term "operating life" used herein not only means the
useful lives of the components, but also means their failure rates and mean-time-

between-failures (MTBF). Furthermore, because the control board 28 having the power
circuits configured therein is disposed at the top, heat generated in this power board
rarely affects the other control boards 28. In the rest of the control boards 28, control
circuits for controlling the solenoid valves such as the variable load valve 21, the relay
valves 22, 22 and the forced open valves 23, and communication circuits, are configured.
[0026] An attachment frame body 35 for retaining each of the control boards 28 is
provided in the casing 11 (see Fig. 1). The attachment frame body 35 is a member
obtained by processing a metal plate made of aluminum or the like. As shown in Figs.
5 A to 5C, the attachment frame body 35 has a pair of left and right retaining walls 35a,
35b spreading perpendicularly, a rectangular upper surface part 35c that connects upper
end parts of these retaining walls 35a, 35b to each other, a lower surface part 35d that
project horizontally from a lower end part of the left retaining wall 35a, a first
positioning part 35e that projects from a back end part of the left retaining wall 35a, and
a second positioning part 35f that projects from a back end part of the right retaining
wall 35b. A front-side (near-side) section and a back-side (deep-side) section of the
attachment frame body 35 have openings through which the control board 28 can be
inserted.
[0027] The upper surface part 35c is disposed along an upper wall 12e of the case
main body 12. A large opening 35g is formed in this upper surface part 35c. The first
positioning part 35e and the second positioning part 35f project rearward from the
retaining walls 35a, 35b, respectively, and are bent at a right angle. Therefore, each of
the positioning parts 35e, 35f is formed into an L-shape as viewed in planar view. The
tips of the bent parts are parallel to the back wall 12a of the case main body 12 and have
through-holes 35h formed thereon.

[0028] The attachment frame body 35 is detachable with respect to the casing 11.
This is described hereinafter specifically. The right retaining wall 35a and the lower
surface part 35d are provided with frame body side fixing parts 36 in which insertion
holes 36a are punctured. The frame body side fixing part 36 provided in the right
retaining wall 35b extends from the right retaining wall 35b to the right. In other words,
because the attachment frame body 35 is placed on the left side of the storage space
(away from the cannon connectors 18) in order to prevent the interference among the
cannon connectors 18, the first board 27a and the connecting part 27c, a space is formed
between the right retaining wall 35b and the right side wall 12b of the case main body
12. Therefore, the frame body side fixing parts 36 extend in this formed space.
[0029] On the other hand, the case main body 12 is provided with case side fixing
parts 37 corresponding to the frame body side fixing parts 36, as shown in Fig. 6A. One
of the case side fixing parts 37 extends from the right side wall 12b of the case main
body 12 to the left, whereas the other one extends from the left side wall 12c of the case
main body 12 to the right. The case side fixing part 37 of the right side wall 12b is
provided in a position corresponding to the frame body side fixing part 36 of the right
retaining wall 35a, and the case side fixing part 37 of the left side wall 12c is provided
in a position corresponding to the frame body side fixing part 36 of the lower surface
part 35d.
[0030] The case side fixing parts 37 also have insertion holes 37a formed therein.
The frame body side fixing parts 36 and the case side fixing parts 37 can be joined to
each other by superposing the frame body side fixing parts 36 and the case side fixing
parts 37 together and inserting bolts into the insertion holes 36a, 37a. The frame body
side fixing parts 36 and the case side fixing parts 37 configure a fixing part for fixing

the attachment frame body 35 to the casing 11. One of the insertion holes 36a of the
case side fixing parts 37 and the frame body side fixing parts 36 has somewhat loose
shapes and sizes so as to be able to join the fixing parts 36, 37 to each other, in a state in
which the control boards 28, retained by the attachment frame body 35, are connected to
the connectors 29.
[0031] The joint between the frame body side fixing parts 36 and the case side
fixing parts 37 can be released by removing the bolts. Consequently, the attachment
frame body 35 can be removed from the case main body 12. Note that the insertion
holes 36a or the insertion holes 37a may be formed as screw holes into which the bolts
can be screwed, or the bolts may also be tightened using nuts. In addition, the frame
body side fixing parts 36 and the case side fixing parts 37 may be formed into shapes so
that they can be fitted to each other.
[0032] As shown in Fig. 5, the retaining walls 35a, 35b of the attachment frame
body 35 are provided with retaining parts 39 for retaining the control boards 28. In the
present embodiment, three retaining parts 39 are provided because the three control
boards 28 are used. These retaining parts 39 are obtained by cutting the sections
corresponding to the left and right retaining walls 35a, 35b to allow them to project
inward, and each have a pair of projecting parts 39a, 39a formed with a space
therebetween, the space corresponding to the thickness of the control boards 28. The
projecting parts 39a extend in the horizontal direction. The control boards 28 are
retained in horizontal position by inserting right end left end parts of the control boards
28 between the projecting parts 39a, 39a.
[0033] In each of the retaining parts 39, each control board 28 is inserted between
the projecting parts 39a, 39a and can fall off the projecting parts 39a, 39a when the

attachment frame body 35 is tilted after being removed from the casing 11. Therefore,
the control boards 28 and the retaining walls 35a, 35b of the present embodiment are
provided with anti-falling off means 41 for preventing the control boards 28 from
falling, as shown in Figs. 4A and 4B. Instead of cutting the left and right retaining walls
35a, 35b to allow them to project inward, the retaining parts 39 may be configured by
members that are fitted and fixed to holes formed in the retaining walls 35a, 35b. These
members, made from resin, have substantially C-shaped cross sections, and may be
configured by members having insertion grooves that are as thick as the control boards
28. In this case, even when the control boards 28 are reduced in size, the distance
between a wiring pattern on each control board 28 and the metal attachment frame body
35 can be kept at a certain distance or more. Therefore, these members are
advantageous in this case in terms of dielectric strength voltage. In this case, the
retaining parts 39 may be fixed to the retaining walls 35a, 35b, not only by fitting the
retaining parts 39 into the retaining walls 35 a, 35b, but also by using tightening tools
such as bolts. The retaining parts 39 may also have substantially the same size as the
control boards 28 in a depth direction.
[0034] The anti-falling off means 41 is provided in each of the control boards 28.
Each anti-falling off means 41 has a swinging member 41a attached swingably to the
corresponding control board 28, and a click part 41b attached to the retaining walls 35a,
35b so as to be insertable between the swinging member 41a and the control board 28.
The control board 28 is prevented from falling off the attachment frame body 35 by
sandwiching the click part 41b between the swinging member 41a and an end part of the
control board 28. The click part 41b may be attached in a detachable manner to the
attachment frame body 35 by a tightening tool such as a bolt. Alternatively, an end part

of the click part 41b may be fixed to the attachment frame body 35 and configured to be
elastically deformable between a position between the swinging member 41a and the
control board 28 where the click part 41b is inserted, and a position where the click part
41b slips out.
[0035] The attachment frame body 35 is positioned correctly in a predetermined
position within the casing 11 by a frame body attachment member 43. More specifically,
the frame body attachment member 43 is a flat member fixed to an inner surface of a
back wall 12a of the case main body 12, as shown in Figs. 6A and 6B. The frame body
attachment member 43 is provided with guide parts 44 for guiding the attachment frame
body 35 to a predetermined position when attaching the attachment frame body 35 to
the casing 11. The guide parts 44 are pin-shaped sections extending from the frame
body attachment member 43 in one direction (forward), and have tapering tip end parts.
The guide parts 44 are so shaped as to correspond to the through-holes 35h formed in
the first positioning part 35e and the second positioning part 35f of the attachment
frame body 35. The positions where the guide parts 44 are formed are managed
accurately. Therefore, the attachment frame body 35 is positioned in the predetermined
position in the casing 11 (vertical and lateral directions) by inserting the guide parts 44
into the through-holes 35h. The attachment frame body 35 is positioned by the frame
body attachment member 43 fixed to the case main body 12, instead of directly
providing the guide parts 44 to the case min body 12 and positioning the attachment
frame body 35 by means of the case main body 12. For this reason, the attachment
frame body 35 can be positioned correctly by the frame body attachment member 43
without forming the case main body 12 itself into a correct shape.
[0036] As shown in Figs. 2, 4A and 4B, the right guide part 44 is disposed below

the connecting part 27c and partially overlaps with the connecting part 27c in the
vertical direction. Therefore, a space between the attachment frame body 35 and the
first board 27a is utilized effectively, contributing to downsizing of the casing 11.
[0037] The frame body attachment member 43 is provided with a spacer 45 (see
Fig. 3) against which the second board 27b is brought into abutment. The spacer 45
defines a position in the depth direction where the second board 27b is set up.
[0038] The lid 13 of the casing 11 is configured in the form of a hinged door. In
other words, the lid 13 is turnable with respect to the case main body 12 via a hinge part
48. The hinge part 48 is provided to the right of the casing 11 as viewed from the front,
and the lid 13 is provided with a catch 49 on the other side of the hinge part 48. Note
that the hinge part 48 may be provided to the left of the casing 11, or the lid 13 may be
configured to be detachable with respect to the case main body 12.
[0039] As shown in Fig. 3, the lid 13 has a front surface part, an upper surface part,
a lower surface part and right and left side surface parts, and has a certain depth in the
longitudinal direction. The upper surface part, the lower surface part and the right and
left side surface parts are bent inward at intermediate parts, and tip side parts thereof are
bent outward. The tip side parts are tilted gradually toward the outside. On the other
hand, square-cylinder shaped members 50 are provided on inner surfaces in the vicinity
of front end parts of the side walls 12b, 12c, the upper wall 12e and a bottom part 12fof
the case main body 12. The square-cylinder shaped members 50 have sections that are
surface-joined to the case main body 12 and sections (placement parts) 50a that project
step-like inward from these sections and thereby form a space with the case main body
12. The square-cylinder shaped members 50 have crank-shaped cross sections.
Waterproof gaskets 51 are placed in the placement parts 50a of the members 50. The

gaskets 51 are provided over the entire periphery of the front surface opening of the
case main body 12. Closing the lid 13 brings back end parts of the upper surface part,
the lower surface part, and the right and left side surface parts of the lid 13 into contact
with the gaskets 51 while pressing the gaskets 51. Conductive gaskets may be placed
inside the gaskets 51. The conductive gaskets can prevent the propagation of outside
noise into the casing 11.
[0040] A sponge 52 for pressing the control boards 28 is placed in the lid 13.
When the lid 13 is closed, the sponge 52 is fixed to the lid 13 at a position where the
sponge 52 can push the front of the swinging members 41a of the control boards 28.
[0041] The brake control device 10 according to the present embodiment is
provided with a compressed air circuit 57 shown in Fig. 7. The compressed air circuit
57 is formed so as to stride across the block 31 of the brake pressure control valve 20
and the seat tube 14. Fig. 8 is a diagram in which the block 31 is viewed from front
(front view). Fig. 9 is a cross-sectional diagram showing the inside of the block 31
viewed from the front as well. Fig. 10 is a cross-sectional diagram showing the inside
of the block 31 viewed from the right side. Fig. 11 is a cross-sectional diagram showing
the inside of the block 31 viewed from above. As shown in these diagrams, the block
31 is provided with the variable load valve 21 (see Fig. 11), the two relay valves 22, 22
(see Fig. 9) and the two forced open valves 23 (see Fig. 11) that configure the
compressed air circuit 57. In other words, the variable load valve 21, the relay valves
22, 22 and the forced open valves 23 are provided integrally in the block 31.
[0042] The compressed air circuit 57 is an air circuit for adjusting the pressure of
air obtained from an air source (not shown), which is a source of supply of compressed
air, and then applying the air to the brake cylinder, not shown. The compressed air

circuit 57 has a variable load pressure generating part 57a for generating variable load
pressure VL, brake pressure generating parts 57b for generating brake pressure BC
based on the variable load pressure VL, and forced open parts 57c for forcibly letting
out the brake pressure BC.
[0043] The variable load pressure generating part 57a is a part that has the variable
load valve 21 in the compressed air circuit 57.
[0044] The variable load valve 21 is placed in the first hole parts 31a, 31b formed
in a block main body 32 of the block 31, as shown in Fig. 11. The first hole parts 31a,
31b extend from a front surface of the block main body 32 toward a back surface of the
same at substantially a central part in width and height directions of the block 31. The
first hole parts 31a, 31b are stretched in the longitudinal direction more than the lateral
direction and provided horizontally as a pair (see Fig. 9). These two hole parts 31a, 3 lb
are disposed parallel to each other.
[0045] The variable load valve 21 has a pressure regulating valve 60 and an output
valve 61. The pressure regulating valve 60 is placed in the right hole part (pressure
regulating valve hole part) 31a of the first hole parts 31a, 31b, whereas the output valve
61 is placed in the left hole part (output valve hole part) 31b of the first hole parts 31a,
31b. Front end parts of the first hole parts 31a, 31b are closed by a first cover member
58. The pressure regulating valve 60 is a valve for limiting source pressure SR supplied
from the air source, to pressure equivalent to variable load pressure obtained when the
vehicle is full. The variable load pressure obtained when the vehicle is full means
pressure that is equivalent to the pressure to be applied to the brake cylinder upon
activation of an emergency brake when the vehicle is full.
[0046] As shown in Fig. 11, the pressure regulating valve 60 has an input chamber

60a with an input port, an output chamber 60b with an output port, a piston 60c, a
pressure adjusting chamber 60e having a packed-vehicle securing spring 60d for
limiting the source pressure to the pressure equivalent to the variable load pressure
obtained when the vehicle is full, and a packed-vehicle pressure adjusting screw 60f for
adjusting biasing force of the packed-vehicle securing spring 60d. The input chamber
60a receives an input of the source pressure SR via the input port.
[0047] The piston 60c adjusts the amount of opening of an opening formed on a
partition between the input chamber 60a and the output chamber 60b, on the basis of a
pressure difference between suppressing force of the packed-vehicle securing spring
60d and air pressure within the output chamber 60b, and then closes this opening when
there no longer exists the pressure difference. The compressed air of the input chamber
60a flows into the output chamber 60b as the opening opens. As a result, the pressure
within the output chamber 60b is adjusted to the pressure equivalent to the variable load
pressure obtained when the vehicle is full, and then this pressure is output via the output
port.
[0048] The packed-vehicle pressure adjusting screw 60f, which is a pressure
adjusting part, is disposed on the front surface side of the variable load valve 21 and
passes through the first cover member 58. An inner end part of the packed-vehicle
pressure adjusting screw 60f is shaped into a circular cone and presses an end part of the
packed-vehicle securing spring 60d by means of a pressing member 60g in the pressure
adjusting chamber 60e.
[0049] A section of the pressing member 60g that comes into contact with the
packed-vehicle pressure adjusting screw 60f forms a conical concave part. Moreover,
the other end of the packed-vehicle securing spring 60d is provided with a pressing

member 60h. A surface of the pressing member 60h that is opposite from the packed-
vehicle securing spring 60d is provided with a conical concave part. On the other hand,
a receiving member 60i having a conical tip end is attached to the piston 60c. The tip
end of the receiving member 60i is in contact with the concave part of the pressing
member 60h, and a small gap is formed between the piston 60c and the pressing
member 60h. Therefore, the pressing member 60h is capable of swinging around the tip
end of the receiving member 60i.
[0050] With such configurations, force that tries to tilt the piston 60c does not act
even when the biasing force of the spring 60d decenters the piston 60c. Thus, the
operating lives of the seal and the like can be extended. In addition, the packed-vehicle
securing spring 60d is prevented from being shifted during an operation of the packed-
vehicle pressure adjusting screw 60f.
[0051] The pressure equivalent to the variable load pressure obtained when the
vehicle is full can be adjusted by adjusting how far the adjusting screw 60f is
submerged. In principle this adjustment is performed at the time of manufacture of the
vehicle but is also performed when replacing the variable load valve 21 or after
completion of a disassembly maintenance work.
[0052] As shown in Fig. 7, a solenoid valve 62 is connected to the variable load
valve 21 via a connecting path 62a. The solenoid valve 62 has an air supply part AV
and an air exhaust part RV, and adjusts the pressure that is output from the pressure
regulating valve 60, in accordance with a current load of the vehicle with a passenger
therein. The air supply part AV and the air exhaust part RV of the solenoid valve 62 are
attached to a front surface of the block 31 (see Fig. 8). The air supply part AV is
configured by a 2-position 3-port switch valve and has an input port IN linked to the

output port of the pressure regulating valve 60, an output port OUT to which the
connecting path 62a is connected, and a discharge port EX. The air exhaust part RV is
configured by a 2-position 3-port switch valve and has an input port IN linked to the
connecting path 62a, an output port OUT, and a discharge port EX. The solenoid valve
62 adjusts the pressure output, from the pressure regulating valve 60, by controlling
valve positions of the air supply part AV and the air exhaust part RV on the basis of a
control signal. The pressure HVL adjusted by the solenoid valve 62 is input to the
output valve 61 as pilot pressure. The control signal is a signal that is transmitted, to the
solenoid valve 62, from the control circuits, which are configured by microcomputer
circuits mounted in the control boards 28. The control signal is output such that the
variable load pressure VL is generated, in response to a signal from a pressure sensor
AS for detecting pressure of an unshown air spring receiving the load of the vehicle,
and according to a detection value of a pilot pressure sensor 62b provided in the
connecting path 62a.
[0053] The air supply part AV and the air exhaust part RV are in a state shown in
Fig. 7, when no electric current is supplied. In other words, in this state, the connection
between the pressure regulating valve 60 and the output valve 61 is blocked, and the
input port IN of the air exhaust part RV is closed. For this reason, even when the
control signal cannot be input to the solenoid valve 62 due to a power failure or electric
failure, the pressure HVL that is set until immediately before the power failure or
electric failure can be maintained. Therefore, in this case as well, the pressure of the
output valve 61 is secured at a pressure adjusting chamber 61 e.
[0054] The output valve 61 regulates the source pressure SR to the variable load
pressure VL corresponding to the current load of the vehicle with a passenger therein,

using the pressure HVL regulated by the solenoid valve 62 as the pilot pressure. The
variable load pressure VL is output from the variable load valve 21. The output valve
61 has an input chamber 61a having an input port to which the source pressure SR is
input, an output chamber 61b with an output port, a piston 61c, and the pressure
adjusting chamber 61 e with a pressure adjusting port. The pressure HVL is input to the
pressure adjusting port as pilot pressure. In the pressure adjusting chamber 61e, there is
an empty-vehicle securing spring 61 d for generating pressure that is equivalent to
variable load pressure obtained when the vehicle is empty. The variable load pressure
obtained when the vehicle is empty means pressure that is equivalent to the pressure to
be applied to the brake cylinder upon activation of the emergency brake when the
vehicle is empty.
[0055] The output valve 61 is provided with the empty-vehicle securing spring 61 d
for generating the pressure that is equivalent to the variable load pressure obtained when
the vehicle is empty. Therefore, even if the pilot pressure disappears due to mechanical
failure or the like, the empty-vehicle securing spring 61d can secure at least the pressure
that is equivalent to the variable load pressure obtained when the vehicle is empty.
Specifically, even when the air is not supplied from the pressure regulating valve 60, the
pressure inside the output chamber 61b can be maintained as pressure that is equivalent
to pressure obtained by biasing force of the empty-vehicle securing spring 6Id, because
the biasing force of the empty-vehicle securing spring 61d can open an opening formed
between the input chamber 61a and the output chamber 61b.
[0056] The piston 61c adjusts the amount of opening of the opening formed on a
partition between the input chamber 61a and the output chamber 61b on the basis of a
pressure difference between the air pressure within the output chamber 61b and the total

pressure of the pressure by the biasing force of the empty-vehicle securing spring 6Id
and the air pressure within the pressure adjusting chamber 61 e, and then closes this
opening when there no longer exists the pressure difference. Compressed air of the
input chamber 61a flows into the output chamber 61b as the opening opens. As a result,
the pressure within the output chamber 61b is adjusted to the variable load pressure VL.
[0057] The output valve 61 is provided with an empty-vehicle pressure adjusting
screw 61 f for adjusting the pressure obtained by the biasing force of the empty-vehicle
securing spring 6 Id. The empty-vehicle pressure adjusting screw 6 If, which is a
pressure adjusting part, is disposed on the front surface side of the variable load valve
21 and passes through the first cover member 58. An inner end part of the empty-
vehicle pressure adjusting screw 61 f is located inside the pressure adjusting chamber
61 e and presses an end part of the empty-vehicle securing spring 61 d by means of a
pressing member 61g.
[0058] A section of the pressing member 61 g that comes into contact with the
empty-vehicle pressure adjusting screw 61 f forms a conical concave part. The other end
of the empty-vehicle securing spring 61d is provided with a pressing member 61h. A
surface of the pressing member 61 h that is opposite from the empty-vehicle securing
spring 61d is provided with a conical concave part. On the other hand, a receiving
member 61 i having a conical tip end is attached to the piston 61c. The tip end of the
receiving member 61 i is in contact with the concave part of the pressing member 61h,
and a small gap is formed between the piston 61c and the pressing member 61h.
Therefore, the pressing member 61h is capable of swinging around the tip end of the
receiving member 61 i.
[0059] With such configurations, force that tries to tilt the piston 61c does not act

even when the biasing force of the spring 61 d ciecenters the piston 61c. Thus, the
operating lives of the seal and the like can be extended. In addition, the empty-vehicle
securing spring 6Id is prevented from being shifted during an operation of the empty-
vehicle pressure adjusting screw 6If. It should be noted that the pressure adjusting
chamber 61 e is kept airtight by the seal provided in the pressing member 61g.
[0060] The pressure equivalent to the variable load pressure of the empty vehicle
can be adjusted by adjusting how far the adjusting screw 61 f is submerged. In principle
this adjustment is performed at the time of manufacture of the vehicle but is also
performed when replacing the variable load valve 21 or after completion of a
disassembly maintenance work.
[0061] The brake pressure generating part 57b is a section with the relay valves 22
in the compressed air circuit 57. In the present embodiment, two brake pressure
generating parts are formed because there are two relay valves 22.
[0062] As shown in Fig. 9, the relay valves 22 are placed in the second hole parts
31c, 31c formed in the block main body 32 of the block 31. The second hole parts 31c,
31c are formed as a pair so as to extend vertically in positions to the right of the first
hole part 31a and to the left of the first hole part 31b. The second hole parts 31c have
lower end parts opened to a lower surface of the block main body 32, and the lower end
parts are closed by second cover members 63, which are bottom lid parts. The second
cover members 63 are tightened to the block main body 32 with bolts, tightening
members. A central part of each of the second cover members 63 other than the parts
tightened with the bolts, protrudes lower than lower end parts of the bolts, and lower
end surfaces of the second cover members 63 are flat. Therefore, even when removing
the block 31 from the tube seat 14 and putting the block 31 on a ground, the block 31

can be held stably by the lower end surfaces of the second cover members 63.
Furthermore, inner surfaces of the projecting sections of the second cover members 63
are shaped into concaves to allow below-described pistons 22e of the relay valves 22 to
be inserted thereto. Such configurations also can achieve reduction in size and weight
of the block 31. As described above, the block 31 has the block main body 32 in which
the hole parts 3 la to 3Id are formed, the first cover member 58 for closing the first hole
parts 31a, 31b, and the second cover members 63 for closing the second hole parts 31c.
[0063] As shown in Fig. 7, an air supply solenoid valve 66A and an air exhaust
solenoid valve 66R are connected to each relay valve 22 via a connecting path 65. The
air supply solenoid valve 66A and the air exhaust solenoid valve 66R are attached to the
front surface of the block 31 (see Fig. 8). The air supply solenoid valve 66A is
configured by a 2-position 3-port switch valve and has an input port IN to which the
variable load pressure VL is input, an output port OUT to which the connecting path 65
is connected, and a discharge port EX. The air exhaust solenoid valve 66R is
configured by a 2-position 3-port switch valve and has an input port IN linked to the
connecting path 65, an output port OUT, and a discharge port EX.
[0064] A control signal is output from the control circuits, which are configured by
the microcomputer circuits mounted in the control boards 28, and input to the air supply
solenoid valve 66A and the air exhaust solenoid valve 66R. The control signal is
generated based on a signal corresponding to a service brake command sent from the
vehicle to the brake control device 10, a signal based on a detection value of a pilot
pressure sensor 68 provided in the connecting path 65, a signal based on a detection
value of a brake pressure sensor 69 described hereinafter, and a signal corresponding to
a result of computation performed by a wheel slide detector (not shown) of each control

circuit. Note that the wheel slide detector detects a wheel slide from a speed of the
vehicle obtained from a host system, not shown, and rotational speed of a wheel.
[0065] Upon reception of the service brake command, the control circuits of the
control boards 28 set the brake pressure BC to be output from the relay valves 22, and
transmit a control signal corresponding to the brake pressure BC, to the air supply
solenoid valve 66A and the air exhaust solenoid valve 66R. Subsequently, the air
supply solenoid valve 66A and the air exhaust solenoid valve 66R adjust valve positions
thereof in response to the control signal, thereby adjust the variable load pressure VL
that is output from the variable load valve 21, and input the adjusted pressure as the
pilot pressure to the relay valves 22 through the connecting path 65. Furthermore, a
controller adjusts the valve positions of the air supply solenoid valve 66A and the air
exhaust solenoid valve 66R in accordance with the detection value of the pilot pressure
sensor 68 and the detection value of the brake pressure sensor 69.
[0066] The control circuits also correct the brake pressure BC to be output from
the relay valves 22, according to the result of the computation performed by the wheel
slide detectors. At this moment, the control circuits lower the brake pressure BC until
the wheel slide detectors generates a result that no longer shows a wheel slide. In this
case, the brake pressure BC may be gradually lowered.
[0067] The pressure adjusted by the air supply solenoid valve 66A and the air
exhaust solenoid valve 66R is input to the relay valves 22 as a pilot pressure. The relay
valves 22 output the brake pressure BC according to the pilot pressure. Specifically, as
shown in Fig. 9, each of the relay valves 22 has an input chamber 22a with an input port,
an output chamber 22b with an output port, a control chamber 22c with a pilot port, a
discharge chamber 22d with a discharge port, a hollow piston 22e, diaphragms 22f, a

spring 22g, a valve body 22h, and a spring 22i.
[0068] The source pressure SR is input to the input chamber 22a via the input port.
The pilot port is connected to the communicating path 65, and the pilot pressure is input
to the control chamber 22c via the pilot port. The output chamber 22b generates brake
pressure corresponding to the pilot pressure, and outputs the brake pressure via the
output port. The discharge chamber 22d discharges excess pressure via the discharge
port. A discharge pipe line 70 linked to the discharge port is provided with a muffler 71.
[0069] The piston 22e is placed so as to be able to move vertically. Each of the
diaphragms 22f is disposed so as to project laterally from the piston 22e and
reciprocatably supports the piston 22e. The diaphragm 22f also sags due to a pressure
difference between air pressure of the control chamber 22c and air pressure of the
output chamber 22b, and thereby displaces the piston 22e while acting against biasing
force of the spring 22g. When the piston 22e is displaced upward, the valve body 22h
moves upward while acting against biasing force of the spring 22i. This allows the
input chamber 22a and the output chamber 22b to be communicated with each other.
When there no longer exists a pressure difference, the piston 22e is displaced downward,
and the valve body 22h is moved by the spring 22i. As a result, the input chamber 22a
and the output chamber 22b are no longer communicated with each other. When, on the
other hand, the piston 22e is displaced downward, the output chamber 22b and the
discharge chamber 22d are communicated with each other by the hollow part of the
piston 22e. At this moment, the output pressure flows into the spring chamber 22j as
well, via a restriction 14, to act in a direction of pushing the piston down. Subsequently,
when there no longer exists a pressure difference between the pressure of the control
chamber 22c and the output pressure (the spring chamber 22j), the piston 22e is

displaced upward, and the output chamber 22b and the discharge chamber 22d are no
longer communicated with each other.
[0070] In other words, the pressure within the output chamber 22b is adjusted to
the brake pressure according to the pilot pressure, when compressed air of the input
chamber 22a flows into the output chamber 22b or when compressed air of the output
chamber 22b is discharged to the discharge chamber 22d.
[0071] Note that the spring chamber 22j and the output chamber 22b are
communicated with each other by the restriction 22k in order to prevent the piston 22e
from becoming excessively sensitive to a transitional change of the output chamber 22b.
[0072] The two relay valves 22, 22 are disposed in horizontal alignment with a
space therebetween such that the diaphragms 22f, 22f are mutually adjacent. The
variable load valve 21 is disposed in the position between the two pistons 22e, 22e, as
well as above the position where the diaphragms 22f, 22f are mutually adjacent. The
variable load valve 21 is disposed at a level between the highest parts of the relay valves
22 and the diaphragms 22f.
[0073] The forced open parts 57c are parts which have the forced open valves 23
in the compressed air circuit 57.
[0074] As shown in Fig. 11, the forced open valves 23 are placed in third hole
parts 3Id, 3Id formed in the block main body 32. In the present embodiment, two
forced open valves 23 are provided so as to correspond to the two relay valves 22.
Therefore, two third hole parts 31 d, 31 d are provided.
[0075] The left third hole part 31d extends from a left side surface of the block
main body 32 toward a center in the width direction, and the right third hole part 31 d
extends from a right side surface of the block main body 32 to the center in the width

direction. The third hole parts 3Id, 3Id are laterally symmetric. As shown in Figs. 10
and 11, the third hole parts 3 Id, 3 Id are formed on the back of the second hole parts 31c,
31c in which the relay valves 22, 22 are placed, so as not to intersect with the second
hole parts 31c, 31c. Furthermore, the third hole parts 3Id, 31d are formed to be lower
than the first hole parts 31a, 31b where the variable load valve 21 is placed, so as not to
intersect with the first hole parts 3 la, 3 lb.
[0076] The forced open valves 23 are fixed inside the respective third hole parts
3Id by C-shaped retaining rings 23k. Insertion holes 31e passing through
circumferential walls immediately outside the C-shaped retaining rings 23k are formed
in the block main body 32. This insertion holes 31e also pass through the third hole
parts 3Id. In other words, the insertion holes 31e and the third hole parts 3Id share
spaces. The insertion holes 31e pass through the block 31 in the longitudinal direction,
and the block 31 can be tightened to the tube seat 14 by bolts (tightening members) 72
(see Fig. 2) inserted into the insertion holes 31e. Note that the presence of space
sections of the third hole parts 31 d (a left space from the left C-shaped retaining ring
23k in the case of the left third hole part 3 Id, and a right space from the right C-shaped
retaining ring 23k in the case of the right third hole part 3Id) facilitates insertion of the
forced open valves 23 at the time of an assembly work. Moreover, allowing the space
sections of the third hole parts 3 Id to serve as the insertion holes of the bolts (tightening
members) 72 can achieve downsizing of the block 31. Furthermore, unlike when
extending end members 23j of the forced open valves 23 and providing the end
members 23j with the insertion holes of the bolts (tightening members) 72, the positions
for inserting the bolts (tightening members) 72 do not have to match the positions for
assembling the forced open valves 23. Therefore, the assembly work can be performed

readily. In addition, the weight of the block 31 can be reduced by this space.
[0077] As shown in Fig. 11, each of the forced open valves 23 has an elongated
shape in a direction (lateral direction) perpendicular to the longitudinal direction. In
other words, a longer direction of each forced open valve 23 is orthogonal to a direction
in which the pistons 22e of the relay valves 22 reciprocate. Also, each forced open
valve 23 is disposed below the highest part of each relay valve and above each
diaphragm 22f (see Fig. 10). In addition, when viewed from above, at least a part of
each forced open valve 23 is located between the tube seat 14 and the corresponding
piston 22e and within a range inside the diaphragm 22f in its radial direction.
[0078] The forced open valves 23 forcibly discharge the brake output BC that is
output from the relay valves 22, when outputs from opening solenoid valves 74 are
input as pilot pressure.
[0079] Each of the opening solenoid valves 74 is configured by a 2-position 3-port
switch valve and has an input port IN, an output port OUT and a discharge port EX.
The opening solenoid valve 74 can be switched between a first state and a second state.
In the first state, which is a normal state, the input port IN is blocked, and the output
port OUT and the discharge port EX are communicated with each other, as shown in Fig.
7. The discharge port EX is linked to an exhaust port of the brake control device 10.
The state of the opening solenoid valve 74 is switched to the second state on the basis of
a forced release command from a driver's seat. In the second state, the source pressure
SR that is input to the input port IN is output from the output port OUT. The opening
solenoid valve 74 is normally in the first state. However, the state of the opening
solenoid valve 74 is switched to the second state in response to an input of the forced
release command to the control circuits that are configured by the microcomputer

circuits mounted in the control boards 28. Note that the forced release command is a
signal that is transmitted from the driver's seat to the brake control device 10 by an
operation of a driver or the like when an unreleased state of the wheel is detected.
[0080] As shown in Fig. 11, each of the forced open valves 23 has an input port
23a, an output port 23b, a control port 23c, a piston 23d, an exhaust port 23e, and a
spring 23g. A space within the forced open valve 23 is partitioned into a control
chamber 23f and a switching chamber 23h by the piston 23d. The input port 23a is
connected to the output port of each relay valve 22. The output port 23b is connected to
the brake cylinder, not shown, and pressure that is output from the output port 23b
becomes the brake pressure BC. A pipe line that extends from the output port 23b to the
brake cylinder is provided with the brake pressure sensor 69. The exhaust port 23e is
connected to the discharge pipe line 70.
[0081] The control port 23 c is provided in the control chamber 23 f. This control
port 23c is communicated with the output port OUT of each opening solenoid valve 74.
Therefore, the piston 23d is displaced between a first position and a second position in
accordance with the state of the opening solenoid valve 74. Each forced open valve 23
is inserted into the corresponding third hole part 3Id such that the control chamber 23f
is positioned outside. The third hole parts 3Id is closed by the. end members 23j
configuring the control chamber 23f
[0082] When the opening solenoid valve 74 is in the first state, the piston 23d is
placed in the first position by the spring 23 g, as shown in Fig. 11. At this moment, in
the switching chamber 23h, the input port 23 a and the output port 23b are
communicated with each other, whereas the connection between the output port 23b and
the exhaust port 23e is blocked. When the opening solenoid valve 74 is in the second

state, on the oiher hand, the pressure within the control chamber 23f becomes stronger
than the spring force, whereby the spring 23g contracts. Consequently, the piston 23d is
placed in the second position. In the switching chamber 23h at this moment, the
connection between the input port 23a and the output port 23b is blocked by the piston
23d, and the output port 23b and the exhaust port 23e are communicated with each other
by a communication path 23 i formed in the piston 23 d. Therefore, the forced open
valve 23 outputs the brake pressure BC from the output port 23b when the opening
solenoid valve 74 is in the first state, while discharges the brake pressure BC via the
output port 23b and the exhaust port 23 e when the state of the opening solenoid valve
74 is switched to the second state.
[0083] Operational control of the brake control device 10 according to the present
embodiment is described next.
[0084] The control circuits (control boards 28) configured by the microcomputer
circuits set the pressure HVL and the variable load pressure VL in response to a signal
from the pressure sensor AS, and transmit a control signal to the solenoid valve 62.
Furthermore, upon reception of the service brake command, the control circuits set the
brake pressure and transmit a control signal to the air supply solenoid valve 66A and the
air exhaust solenoid valve 66R.
[0085] The pressure that is equivalent to the variable load pressure obtained when
the vehicle is full is output from the pressure regulating valve 60 of the variable load
valve 21, and the pressure HVL is input to the output valve 61 as the air supply part AV
and the air exhaust part RV of the solenoid valve 62 are operated in response to the pilot
signal. The output valve 61 of the variable load valve 21 displaces the piston 61c on the
basis of the pressure HVL as the pilot pressure, and outputs the variable load pressure

VL.
[0086] The variable load pressure VL is output from the variable load valve 21 and
input to the relay valves 22, 22. In the relay valves 22, 22, the valve positions of the air
supply solenoid valve 66A and the air exhaust solenoid valve 66R are adjusted in
response to the control signals. Consequently, the variable load pressure VL is adjusted
to a predetermined pressure. This pressure is input as the pilot pressure to the relay
valves 22, 22 via the connecting path 65. In each of the relay valves 22, the piston 22e
is displaced according to the pilot pressure, and the brake pressure BC is output from
the output port. At this moment, the valve positions of the air supply solenoid valve
66A and the air exhaust solenoid valve 66R are adjusted in accordance with the
detection value of the pilot pressure sensor 68 and the detection value of the brake
pressure sensor 69.
[0087] The control circuits also correct the brake pressure BC to be output from
the relay valves 22, in accordance with a result of computation performed by the wheel
slide detectors (not shown). In so doing, the control circuits lower the brake pressure
BC until the wheel slide detectors generate a result that no longer shows a wheel slide.
In this case, the brake pressure BC may be gradually lowered. Note that the
presence/absence of a slide is detected based on an inconsistency between the speed of
the vehicle and a speed calculated from the rotational speed of the wheels.
[0088] The opening solenoid valve 74 of each relay valve 22 is normally in the
first state. However, the state of the opening solenoid valve 74 is switched to the
second state in response to an input of the forced release command from the driver's
seat to the control circuits. As a result, the brake pressure BC is discharged via the
forced open valve 23, thereby canceling the unreleased state.

[0089] In the present embodiment described above, the variable load valve 21 and
the two relay valves 22, 22 are incorporated in a single block 31. Therefore, compared
to a configuration in which a variable load valve block and relay valve blocks are
arranged, the configuration described in the present embodiment can downsize the block
31. In other words, because the variable load valve 21 is disposed in a position away
from where the diaphragms 22f, 22f are mutually adjacent in the block 31, the variable
load valve 21 can be placed, while having the two relay valves 22, 22 disposed as close
to each other as possible. As a result, the block 31 can be downsized. Furthermore, by
arranging the two relay valves 22, 22 in the single block 31, the variable load valve 21,
which is too large to be placed in a single relay valve block, can be placed in the
abovementioned position. Therefore, the variable load valve 21 can be placed easily
even when the relay valves 22, 22 are reduced in size. Compared to when individually
configuring blocks of the variable load valve 21 and the two relay valve 22, 22, a space
for disposing the attachment members such as bolts, which are provided to fix these
components, can be reduced. As a result, the brake pressure control valve 20 can be
downsized, contributing to downsizing of the brake control device 10. Since the relay
valves 22, 22 are arranged laterally in the block 31, the block 31 can be held stably even
when the relay valves 22, 22 are removed during a maintenance work.
[0090] In the present embodiment, the variable load valve 21 is placed such that
the adjusting screw 60f of the pressure regulating valve 60 and the adjusting screw 61 f
of the output valve 61 face forward. Thus, the variable load valve 21 can be disposed at
a level between the highest parts of the relay valves 22 and the diaphragms 22f,
regardless of the height of the relay valves 22. Accordingly, the brake pressure control
valve 20 can be further downsized, contributing to further downsizing of the brake

control device 10. Moreover, the variable load valve 21 can be placed easily in the
abovementioned space because the variable load valve 21 is provided with the pressure
regulating valve 60 and the output valve 61 separately.
[0091] In the present embodiment, each of the forced open valves 23 is disposed in
the position that is shifted laterally from the corresponding relay valve 22, which is the
position between the highest part of the relay valve 22 and the corresponding diaphragm
22f. This can prevent increase in size of the brake pressure control valve 20 and cause
the brake pressure control valve 20 to also function as the forced open valves 23.
[0092] In the present embodiment, because the longer direction of the forced open
valves 23 is orthogonal to the direction in which the pistons 22e of the relay valves 22
reciprocate, each forced open valve 23 can be disposed at a level between the highest
part of the corresponding relay valve 22 and the corresponding diaphragm 22f,
regardless of the height of the relay valve 22. Therefore, the brake pressure control
valve 20 functioning as the forced open valves 23 can be downsized, contributing to
downsizing of the brake control device 10.
[0093] In the present embodiment, the insertion holes 31e through which the bolts
72 are inserted in order to attach the block 31 to the tube seat 14, and the third hole parts
3Id, 3Id in which the forced open valves 23 are placed, have (share) a partial common
space. This facilitates insertion of the forced open valves 23 at the time of an assembly
work. At the same time, the brake pressure control valve 20 can be downsized.
[0094] In the present embodiment, the second cover members 63 protrude further
than the bolts used for fixing the cover members 63 to the block main body 32. Thus,
the second cover members 63 come into contact with the ground when the brake
pressure control valve 20 is put on the ground. Therefore, the bolts are prevented from

coming into abutment with the ground. As a result, the brake pressure control valve 20
can be held stably, preventing damage to the bolts.
[0095] In the present embodiment, the inner side parts of the cannon connectors 18
are connected directly to the wiring board 27. The wiring board 27 is electrically
connected, by the connectors 29, to the control boards 28 capable of controlling brake
control valves. Therefore, no wires are necessary to electrically connect the cannon
connectors 18 and the control boards 28 together in the casing 11. Because it is not
necessary to secure a wiring space for thick wires, the casing 11 (the brake control
device 10) can be downsized without receiving an impact of the standards defined by a
vehicle manufacturer. Moreover, because no wires are necessary, a work for connecting
the cannon connectors 18 to the control boards 28 within the casing can be simplified
even after the casing 11 (the brake control device 10) is downsized.
[0096] In the present embodiment, the attachment frame body 35 capable of
retaining the control boards 28 is provided detachably with respect to the casing 11.
Thus, the plurality of control boards 28 can be pulled out of the casing 11 at once, by
removing the attachment frame body 35 from the casing 11. In addition, because the
attachment frame body 35 is provided with the retaining parts 39, the control boards 28
can be prevented from coming into contact with each other when the attachment frame
body 35 is removed and carried when a maintenance work is performed. The control
boards 28 can be loaded and removed easily by inserting or removing the control boards
28 from the attachment frame body 35 attached to the casing 11, via, for example, the
near side opening.
[0097] In the present embodiment, the frame body attachment member 43 is fixed
inside the casing 11. Therefore, the guide parts 44 can reliably move the attachment

frame body 35 to a predetermined position of the frame body attachment member 43,
when assembling or performing a maintenance work on the brake control device 10.
Particularly, when downsizing the brake control device 10, and when the connectors 29
are located deep inside of the brake control device 10, the attachment frame body 35 can
be moved to the predetermined position of the frame body attachment member 43
extremely easily and reliably. Further, the attachment frame body 35 can be placed
accurately in a desired position by setting up a correct position for attaching the frame
body attachment member 43, without forming the entire configuration of the casing 11
itself with high accuracy in accordance with arrangement accuracy of electronic
components, which is higher than manufacturing accuracy of general machine
components. Thus, the connectors 29 can be connected easily and reliably.
[0098] In the present embodiment, the fixing part for fixing the attachment frame
body 35 to the casing 11 and the guide parts 44 are disposed between the attachment
frame body 35 and the first board 27a. Thus, even when the attachment frame body 35
needs to be disposed away from the first board 27a, the fixing part and the guide parts
44 can be placed using the space between the attachment frame body 35 and the first
board 27a. Therefore, an effective use of the space within the casing 11 can be made,
contributing to further downsizing of the brake control device 10.
[0099] In the present embodiment, the communication port 33 for maintenance is
placed in the first board 27a. Thus, it is not necessary to provide a communication port
on the control boards 28, and, accordingly, downsizing of the control board 28 can be
achieved while securing a freedom of placement of the electronic components.
Moreover, the communication port 33 can be placed using the space between the
attachment frame body 35 and the first board 27a. Therefore, the space within the

casing 11 can be utilized more effectively, whereby the brake control device 10 can be
downsized. Because the communication port 33 can be placed using the space between
the attachment frame body 35 and the first board 27a, the space within the casing can be
utilized more effectively, whereby the brake control device 10 can be downsized.
[0100] In the present embodiment, the second board 27b is placed within the
casing 11 so as to be positioned on the same plane as the tube seat 14. Therefore, a
sufficient area can be secured for the control boards 28 while downsizing the casing 11,
and the freedom of placement of the electronic components can be secured.
[0101] In the present embodiment, the heavy block 31 is disposed on the lower
side of the casing 11, and the light control boards 28 and wiring board 27 are disposed
on the upper side of the casing 11. Therefore, the posture of the brake control device 10
can be stabilized when putting the brake control device 10 down. The cannon
connectors 18 are also disposed on the upper side of the casing 11. Thus, the wires
linked to the brake control device 10 can be made relatively short when the brake
control device 10 is disposed on the lower side of the trolley of the vehicle.
[0102] In the present embodiment, the anti-falling off means 41 for preventing the
control boards 28 from falling off the attachment frame body 35 is provided, and
therefore, even when removing the attachment frame body 35 from the casing 11, the
control boards 28 can be prevented from falling off the attachment frame body 35. Thus,
by removing the attachment frame body 35 along with the control boards 28 when
performing a maintenance work, the attachment frame body 35 can be transported to a
place where the maintenance work is performed on the control boards 28 and other
electronic components, without worrying about dropping and damaging the control
boards 28.

[0103] In the present embodiment, the opening is formed in the upper surface part
35c of the attachment frame body 35, and the upper surface part 35c is disposed along
the upper wall 12e of the casing 11. Therefore, heat from the control boards 28 can be
emitted efficiently to the outside of the casing 11, via the upper wall 12e of the casing
11.
[0104] In the present embodiment, the control board 28 provided with the power
circuits is disposed at the top, so that the emitted heat of the power circuits rarely affects
the other control boards 28.
[0105] In the present embodiment, the electronic components having the same
operating life are placed in the same control board 28. Thus, when performing a
maintenance work to replace only the control boards 28 mounted with electronic
components reaching the end of their lives, the number of the control boards 28 to be
replaced can be reduced. This can reduce the number of elements that are unnecessarily
replaced.
[0106] The present invention is not limited to the embodiment described above and
can be modified and improved in various ways within the spirit and the scope of the
present invention. For instance, in the present embodiment, the wiring board 27, the
control boards 28 and the like are placed on the upper side of the casing 11, and the
brake pressure control valve 20 is placed on the lower side, but the present invention is
not limited to this configuration. For example, the wiring board 27, the control boards
28 and the like may be placed on the lower side, and the brake pressure control valve 20
may be placed on the upper side. In addition, the cannon connectors 18 may be attached
to the left side wall 12c of the case main body 12.
[0107] Moreover, in the present embodiment, the control boards 28 are vertically

arranged in horizontal position in the attachment frame body 35. Alternatively, the
control boards 28 may be horizontally arranged in vertical position in the attachment
frame body 35. In this case, the lower surface part 35d of the attachment frame body 35
is installed between the both side walls, and the opening of the upper surface part 35c is
omitted or downsized. Also, the retaining parts 39 are formed in the upper surface part
35c and the lower surface part 35d of the attachment frame body 35. Then, large
openings may be formed on right and left side walls of the attachment frame body 35.
[0108] Moreover, the forced open valves 23 may be disposed on the front side of
the relay valves 22. The forced open valves 23 may also be omitted. The forced open
valves 23 are fixed with the bolts 72 used for fixing the block 31 to the tube seat 14, but
the forced open valves 23 may be fixed by members used for closing the third hole parts
3 Id.
[0109] Below is a summary of the embodiment described above.
[0110] (1) In the brake pressure control valve of the embodiment described above,
the variable load valve and the two relay valves are incorporated in a single block. Thus,
compared to when arranging the variable load valve block and the two relay valve
blocks, the block can be downsized. In other words, because the variable load valve is
disposed, in the block, in a position away from where the diaphragms are mutually
adjacent, the variable load valve can be placed, while having the two relay valves
disposed as close to each other as possible. As a result, the block can be downsized.
Furthermore, by arranging the two relay valves in the single block, the variable load
valve, which is too large to be placed in a single relay valve block, can be placed in the
abovementioned position. Therefore, the variable load valve can be placed easily in the
abovementioned position even when the relay valves or the relay valve blocks are

downsized. Compared to when individually configuring the variable load valve block
and the two relay valve blocks, a space for disposing the attachment members such as
bolts, which are provided to fix these components, can be reduced. As a result, the
brake pressure control valve can be downsized, contributing to downsizing of the brake
control device. Since the relay valves are arranged laterally in the block, the block can
be held stably even when the relay valves are removed during a maintenance work.
[0111] (2) The variable load valve may have the pressure regulating valve with a
pressure adjusting part and the output valve with a pressure adjusting part. In this case,
both of the two relay valves may be placed such that a reciprocating direction becomes
a vertical direction, and the variable load valve may be disposed at a level between the
highest parts of the relay valves and the diaphragms, and placed such that the pressure
adjusting parts are positioned on the near side.
[0112] In this aspect, because the variable load valve is placed such that the
pressure adjusting part of the pressure regulating valve and the pressure adjusting part
of the output valve face forward, the variable load valve can be disposed at a level
between the highest parts of the relay valves and the diaphragms, regardless of the
height of the relay valves. Therefore, the brake pressure control valve can be further
downsized, contributing to further downsizing of the brake control device. Moreover,
the variable load valve can be placed in the space easily by allowing the variable load
valve to be provided with the pressure regulating valve and the output valve separately.
[0113] (3) The third hole parts are further formed in the block. The forced open
valves, which can be activated to block brake pressure generated by the operation of the
relay valves and to release air of the brake cylinder to the outside, may be disposed in
the third hole parts. In this case, the forced open valves may be disposed in the

positions located laterally with respect to the relay valves, and disposed in the positions
between the highest parts of the relay valves and the diaphragms.
[0114] In this aspect, the brake pressure control valve can be caused to function as
the forced open valves, while preventing increase in size of the brake pressure control
valve.
[0115] (4) In the aspect described above, the longer direction of the forced open
valves may be orthogonal to the direction in which the pistons of the relay valves
reciprocate.
[0116] In this aspect, each forced open valve can be disposed at a level between
the highest parts of the relay valves and the diaphragms, regardless of the height of the
relay valves. Therefore, the brake pressure control valve functioning as the forced open
valves can be downsized, contributing to downsizing of the brake control device.
[0117] (5) The insertion holes into which the tightening members are inserted in
order to attach the block to the tube seat embedded with an air pipe, may be formed in
the block. In this case, the insertion holes may share a space with the third hole parts.
[0118] In this aspect, the insertion holes of the tightening members for fixing the
block to the tube seat, and the third hole parts having the forced open valves placed
therein, have (share) a partial common space. This facilitates insertion of the forced
open valves at the time of an assembly work. At the same time, the brake pressure
control valve can be downsized.
[0119] (6) The block may have the block main body in which the first hole parts
and the second hole parts are formed, and the bottom lid part for closing the first hole
parts. In this case, the bottom lid part may protrude further than the tightening members
for fixing the bottom lid part to the block main body.

[0120] In this aspect, because the bottom lid part comes into contact with the
ground when the brake pressure control valves is put on the ground, the tightening
members can prevent the brake pressure control valve from coming into contact with
the ground. As a result, the brake pressure control valve can be held stably, preventing
damage to the bolts.
[0121] (7) The brake control device of the embodiment described above has the
casing, the brake pressure control valve placed within the casing, and the control board
capable of controlling the brake pressure control valve.
[0122] (8) In the brake control device disclosed in Patent Document 1, the
connectors and the control boards are connected by wires in the casing. The problem of
this configuration is that it is troublesome to store the wires in a limited space of the
casing. This problem is noticeable especially when increasing the diameters of the
wires in accordance with the standards defined by a vehicle manufacturer in order to
protect the brake control device from noise or to prevent wire disconnection. The size
of the casing needs to be reduced in order to downsize the brake control device, but in
such a case the diameters of the wires need to be restricted in order to store the wires in
the casing having a limited size; which cannot comply with the standards defined by the
vehicle manufacturer. In addition, workability in manually connecting the wires in the
casing having a limited size is poor, increasing the manufacturing costs.
[0123] Therefore, the brake control device of the embodiment described above
may be provided in the casing, and may have the cannon connectors for connecting the
wires outside the casing, the wiring board that is placed within the casing and connected
to the inner side parts of the cannon connectors, and the connectors for electrically
connecting the wiring board and the control boards to each other. The control boards

may be provided separately from the wiring board in the casing.
[0124] In this aspect, the inner side parts of the cannon connectors are connected to
the wiring board, and the wiring board and the control boards capable of controlling the
brake pressure control valve, are connected to each other by the connectors. Therefore,
no wires are necessary for electrically connecting the cannon connectors and the control
boards in the casing. Because it is not necessary to secure a wiring space for thick wires,
the brake control device can be downsized without receiving an impact of the standards
defined by the vehicle manufacturer. Moreover, because no wires are necessary, a work
for connecting the cannon connectors to the control boards within the casing can be
simplified even after the brake control device is downsized.
[0125] (9) The control boards may be provided in plurality. In this case, the
attachment frame body, which has the retaining parts capable of retaining each of the
control boards, may be provided inside the casing so as to be detachable with respect to
the casing, and openings into which the control boards can be inserted may be formed in
a near side section and a deep side section of the attachment frame body.
[0126] In this aspect, the plurality of control boards can be removed from the
casing at once, by removing the attachment frame body from the casing. Moreover, the
retaining parts provided in the attachment frame body can prevent the control boards
from coming into contact with each other when carrying the attachment frame body.
Furthermore, the control boards can easily be loaded and removed by inserting or
removing the control boards from the attachment frame body attached to the casing,
through, for example, the near side opening.
[0127] (10) The brake control device may further have the frame body attachment
member for positioning the attachment frame body in a predetermined position inside

the casing, and the guide parts for guiding the attachment frame body to a
predetermined position located with respect to the frame body attachment member.
[0128] In this aspect, the guide parts can reliably move the attachment frame body
to the predetermined position of the frame body attachment member, when assembling
or performing a maintenance work on the brake control device. Particularly, when
downsizing the brake control device, and when the connectors are located deep inside of
the brake control device, the attachment frame body can be moved to the predetermined
position of the frame body attachment member extremely easily and reliably. Further,
the attachment frame body can be placed accurately in a desired position by setting up a
correct position for attaching the frame body attachment member, without forming the
entire configuration of the casing itself with high accuracy in accordance with
arrangement accuracy of electronic components, which is higher than manufacturing
accuracy of general machine components. Thus, the connector can be connected easily
and reliably.
[0129] (11) When the cannon connectors are placed on the side wall of the casing,
the wiring board may have the first board that is placed along the side wall and
connected to the inner side parts of the cannon connectors, and the second board that is
electrically connected to the first board, provided with the connectors, and disposed on
the deep side of the attachment frame body. In this case, the fixing part for fixing the
attachment frame body to the casing and the guide parts may be disposed between the
attachment frame body and the first board.
[0130] In this aspect, when disposing the attachment frame body in a position
away from the first board, the fixing part and the guide parts can be placed using a space
between the attachment frame body and the first board. Therefore, an effective use of

the space within the casing can be made, contributing to further downsizing of the brake
control device.
[0131] (12) The maintenance communication port may be placed in the first board.
[0132] In this aspect, it is not necessary to provide a communication port on the
control boards, and, accordingly, downsizing of the control boards can be achieved
while securing a freedom of placement of the electronic components. Moreover, the
communication port can be placed using the space between the attachment frame body
and the first board. Therefore, an effective use of the space within the casing can be
made, achieving downsizing of the brake control device.
[0133] (13) The inside of the casing may be provided with a tube seat for
connecting an air pipe provided outside the casing to the brake pressure control valve
placed inside the casing. In this case, at least a part of the second board may be
positioned on the same plane as the tube seat.
[0134] In this aspect, a sufficient area can be secured for the control boards while
downsizing the casing, and the freedom of placement of the electronic components can
be secured.
[0135] (14) The tube seat may be disposed below the connecting board, and the
block of the brake pressure control valve may be disposed on the near side of the tube
seat.
[0136] In this aspect, the heavy block is disposed on the lower side of the casing,
and the light control boards and wiring board are disposed on the upper side of the
casing. Therefore, the posture of the brake control device can be stabilized when
putting the brake control device down. The cannon connectors are also disposed on the
upper side of the casing. Thus, the wires linked to the brake control device can be made

relatively short when the brake control device is disposed on the lower side of the
trolley of the vehicle.
[0137] (15) The brake control device may have the anti-falling off means for
preventing the control boards from falling off the attachment frame body.
[0138] In this aspect, the anti-falling off means can prevent the control boards
from falling off the attachment frame body. Thus, the attachment frame body can be
removed along with the control boards when performing a maintenance work, and then
transported to a place where the maintenance work is performed on the control boards
and other electronic components, without worrying about dropping and damaging the
control boards.
[0139] (16) The attachment frame body may have the opening formed on the upper
surface part thereof, and disposed along the upper wall of the casing.
[0140] In this aspect, heat from the control boards can be emitted efficiently to the
outside of the casing, via the upper wall of the casing.
[0141] (17) The plurality of control boards may be arrayed vertically, in which
case the power circuits may be configured in the control board disposed at the top.
[0142] In this aspect, the emitted heat of the power circuits rarely affects the other
control boards.
[0143] (18) In the plurality of control boards, electronic components may be
assigned to the plurality of control boards such that the electronic components having
the same operating life are mounted in the same control boards.
[0144] In this aspect, the electronic components having the same operating life are
placed in the same control boards. Thus, when performing a maintenance work to
replace only the control boards mounted with the electronic components reaching the

end of their lives, the number of the control boards to be replaced can be reduced. This
can reduce the number of elements that are unnecessarily replaced. Note that the term
"operating life" used herein not only means the useful lives of the components, but also
means their failure rates and mean-time-between-failures (MTBF).
Explanation of reference numerals
[0145] 11 Casing
12b Side wall
14 Tube seat
18 Cannon connector
20 Brake pressure control valve
21 Variable load valve
22 Relay valve
22e Piston
22f Diaphragm
23 Forced open valve
27 Wiring board
27a First board
27b Second board
27c Connecting part
28 Control board
28a Connecting terminal
29 Connector
31 Block

31a First hole part
31b First hole part
31c Second hole part
31d Third hole part
31e Insertion hole
32 Block main body
33 Communication port
35 Attachment frame body
35a Retaining wall
35b Retaining wall
35c Upper surface part
35g Opening
36 Frame body side fixing part
37 Case side fixing part
39 Retaining part
41 Anti-falling off means
43 Frame body attachment member
44 Guide part
60 Pressure regulating valve
60f Adjusting screw (pressure adjusting part)
61 Output valve
61 f Adjusting screw (pressure adjusting part)
63 Second cover member (bottom lid part)
72 Bolt (tightening member)

Claims
1. A brake pressure control valve, comprising:
a block in which at least a first hole part and two second hole parts are formed;
a variable load valve that is disposed in the first hole part of the block and capable
of generating variable load pressure according to a vehicle load; and
relay valves that are disposed in the two second hole parts of the block
respectively and capable of generating brake pressure on the basis of control pressure
generated according to the variable load pressure,
wherein the relay valves respectively have pistons and diaphragms that are
disposed so as to project laterally from the pistons and supporting the pistons while
allowing the piston to reciprocate,
the two relay valves are disposed in horizontal alignment with a space
therebetween such that the diaphragms thereof are mutually adjacent, and
the variable load valve is disposed in a position between the two pistons and away
from a position where the diaphragms are mutually adjacent.
2. The brake pressure control valve according to claim 1, wherein
the variable load valve has a pressure regulating valve with a pressure adjusting
part, and an output valve with a pressure adjusting part,
both of the two relay valves are placed such that the pistons thereof reciprocate in
a vertical direction, and
the variable load valve is disposed at a level between highest parts of the relay
valves and the diaphragms, and is placed such that the pressure adjusting parts face
forward.
3. The brake pressure control valve according to claim 1 or 2, wherein

a third hole part is further formed in the block,
a forced open valve, which can be activated to block the brake pressure generated
by the operation of the relay valves and to release air of a brake cylinder to the outside,
is disposed in the third hole part, and
the forced open valve is disposed in a position located laterally with respect to the
relay valves and disposed in a position between highest parts of the relay valves and the
diaphragms.
4. A brake control device, comprising:
a casing;
a brake pressure control valve of any one of claims 1 to 3, which is placed inside
the casing; and
a control board capable of controlling the brake pressure control valve.
5. The brake control device according to claim 4, further comprising;
a cannon connector that is provided in the casing and connects a wire provided
outside the casing;
a wiring board that is placed inside the casing and connected to an inner side part
of the cannon connector; and
a connector for electrically connecting the wiring board and the control board to
each other,
wherein the control board is provided in the casing, separately from the wiring
board.
6. The brake control device according to claim 5, wherein
the control board is provided in plurality,
an attachment frame body, which has retaining parts capable of retaining the

control boards, is provided inside the casing so as to be detachable with respect to the
casing, and
openings into which the control boards can be inserted are formed in a near side
section and deep side section of the attachment frame body.
7. The brake control device according to claim 6, further comprising:
a frame body attachment member for positioning the attachment frame body in a
predetermined position inside the casing; and
a guide part for guiding the attachment frame body to a predetermined position
with respect to the frame body attachment member.
8. The brake control device according to claim 7, wherein
the cannon connector is placed on a side wall of the casing,
the wiring board has a first board, which is placed along the side wall and
connected to the inner side part of the cannon connector, and a second board, which is
electrically connected to the first board, provided with the connector, and disposed on
the deep side of the attachment frame body, and
a fixing part for fixing the attachment frame body to the casing and the guide part
are disposed between the attachment frame body and the first board.
9. The brake control device according to claim 7 or 8, wherein
the inside of the casing is provided with a tube seat which connects an air pipe
line provided outside the casing to the brake pressure control valve placed inside the
casing, and
at least a part of the second board is positioned on the same plane as the tube seat.
10. The brake control device according to claim 9, wherein
the tube seat is disposed below the connecting board, and

the block of the brake pressure control valve is disposed on a near side of the tube
seat.
11. The brake control device according to any one of claims 6 to 10, further
comprising anti-falling off means for preventing each of the control boards from falling
off the attachment frame body.
12. The brake control device according to any one of claims 6 to 11, wherein the
plurality of control boards are arrayed in a vertical direction, and the control board that
is disposed at the top has a power circuit configured therein.
13. The brake control device according to any one of claims 6 to 12, wherein
electronic components are assigned to the plurality of control boards such that the
electronic components having the same operating life are mounted in the same control
boards.

ABSTRACT

Disclosed is a brake pressure control valve 20 that is provided with: a block 31 in
which at least first hole parts 31a, 31b and two second hole parts 31c, 31c are formed; a
variable load valve that is disposed in the first hole parts 31a, 31b and capable of
generating variable load pressure according to a vehicle load; and relay valves 22, 22
that are disposed in the second hole parts 31c, 31c respectively and capable of
generating brake pressure. The relay valves 22 are provided with diaphragms 22f that
are disposed so as to project laterally from pistons 22e and supporting the pistons 22e
while allowing the piston to reciprocate. The two relay valves 22, 22 are disposed in
horizontal alignment with a space therebetween such that the diaphragms 22f thereof are
mutually adjacent. The variable load valve is disposed in a position between the two
pistons 22e and away from a position where the diaphragms 22f are mutually adjacent.