JPS61271135A - Brake holding device for air brake - Google Patents

Abstract

PURPOSE:To prevent the occurrence of early wear in a frictional joining part due to the delay of brake release, by varying the brake release timing according to intensity of brake pressure to be held, in case of a holding device, bearing the above caption, for making a car easy to start at an uphill road. CONSTITUTION:When a car runs on an upward slope, a ball 14 rolls to the left and seats itself in a valve seat 20 whereby a holding valve 27 is opened. In this state, if brake operation takes place, compressed air passes through a passage 26 from an inlet 9 and is delivered our of an outlet 11, thus a braking actuator is operated. And, the ball 14 is pushed upward by the compressed air, coming off the valve seat 20, and a part of the compressed air acts on an end face of a small diametral part 39 on a movable body 37 of a control unit 51 from an interconnecting passage 46. A part of compressed air to a clutch booster acts on a lower end face of a large diametral part 38 of this movable body 37 from a control port 44, and at the time of clutch disengagement, a valve body 30 of a check valve 28 seats itself in a valve seat whereby pressure to be transmitted to the braking actuator comes to be held.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a brake holding device suitable for facilitating the starting of a vehicle equipped with an air brake on a boarding road.

[Prior art]

Conventionally, one of these is between an inlet that is connected to a brake valve that discharges compressed air in response to a driver's operation, and an outlet that is connected to a brake actuator that is supplied with compressed air and operates. A first valve is installed in the passage provided in the passageway, and the first valve detects that it is a climbing path and closes to prevent air movement from the exit side to the inlet side, and the pressure on the inlet side and the biasing force of the valve spring are applied in the opening direction. A second valve is installed in parallel with a second valve having a movable valve body that receives the hydraulic pressure supplied to the receiving clutch actuating device in the valve closing direction and can prevent air movement from the outlet side to the inlet side. something is known. (For example, JP-A-58-1
(Refer to No. 05867) According to this, when a vehicle, etc. enters the boarding road, the first valve closes, and after operating the brake valve to supply compressed air to the brake actuator to stop the vehicle, etc., the clutch is disconnected. When this is done, the hydraulic pressure of the clutch actuating device overcomes the pressure on the artificial side and the biasing force of the valve spring, so that the valve body moves and the second valve closes. In this way, both valves are closed and the inlet and outlet sides are cut off, so even if the brake valve operation is released after stopping, the pressure supplied to the brake actuator will be maintained by maintaining the clutch disconnection operation, and the brake force will be maintained. continues to operate to keep the vehicle stopped. When starting a vehicle, etc., when the clutch is connected while operating the accelerator, the hydraulic pressure of the clutch actuating device decreases and becomes smaller than the biasing force of the valve spring, causing the valve body to move. The second valve opens, and the pressure held in the brake actuator is released while driving force is transmitted from the engine to the wheels via the clutch device. Therefore, it is possible to easily start the vehicle on the uphill road without operating the handbrake in conjunction with the accelerator and the clutch.

[Problem to be solved by the present invention]

By the way, in the above-mentioned device, when the second valve opens and the holding pressure of the brake starts to be released, the hydraulic pressure of the clutch actuating device decreases by a certain value until it becomes smaller than the biasing force of the valve spring, and the frictional engagement of the clutch occurs. This is when the brake has advanced a certain amount, and this is a fixed time determined by the biasing force of the valve spring, regardless of the height of the brake holding pressure. On the other hand, in air brakes that use compressed air as the working fluid, the pressure drop rate per unit time is relatively large immediately after the pressure is released, but decreases as time passes, and the brake pressure There is a tendency for it to take a relatively long period of time to be sufficiently released, and this tendency becomes more pronounced as the pressure increases.

For this reason, in conventional systems, the greater the slope of the hill or the weight of the vehicle, etc., and the higher the brake pressure maintained when the vehicle, etc. is stopped, the less frictional engagement of the clutch in response to the clutch engagement operation. This causes a delay in the release of brake pressure, and even though the driving force transmitted to the wheels via the clutch increases, the brake pressure does not decrease accordingly, and the driving force transmitted to the wheels increases. excessive braking force is applied. This can cause brake drag, excessive clutch slippage, or engine stall when starting the vehicle.

As described above, in conventional systems, when the brake pressure maintained is high, there is a problem that premature wear of the brake lining and thalassoti fading is caused, or smooth starting is not possible.

The present invention was created in view of the above problem, and prevents early wear of the friction joint of the brake or clutch due to a delay in brake release by changing the brake release timing depending on the level of brake pressure being maintained. The purpose is to make starting on the boarding road easier and smoother.

C Means of the Invention] In order to achieve the above object, the present invention provides an inlet connected to a main actuating device such as a brake valve that discharges compressed air in response to a driver's operation, and an inlet that is operated by being supplied with compressed air. an outlet connected to a driven device such as a relay valve, a control port connected to an actuator of a clutch actuating device that is operated by supplying compressed air, and a passage provided to communicate the inlet and the outlet. a valve device provided in the passage and capable of blocking air movement from the outlet side toward the inlet side; and a control port that receives pressure on the outlet side toward a first position that opens the valve device. the pressure on the second side to close the valve device;
and a control device including a movable body that can be received and moved toward the position.

[Effect of means]

The movable body of the control device operates in accordance with the difference between the pressure supplied to the clutch actuating device and the pressure held on the driven device side.
and a second position to control opening and closing of the valve device.

In other words, when the brake is released in response to a clutch engagement operation, the acting force corresponding to the pressure on the clutch actuating device side, which decreases as the clutch is engaged, is the acting force corresponding to the brake pressure maintained on the driven device side. , the movable body moves from the second position to the first position and opens the valve arrangement. The higher the brake pressure held on the driven device side, the lower the pressure drop on the clutch actuating device side, and the movable body starts moving to the first position when the frictional engagement of the clutch is small. Correspondingly, the valve device is opened and the brake pressure is released prematurely.In this way, even if the brake holding pressure is high, the friction engagement of the clutch progresses and a so-called half-clutch state occurs. Then, reduce the brake pressure to a level that provides the necessary braking force without causing the vehicle to move backwards.
The brake pressure is reduced in response to the increased drive transmitted to the wheels via the clutch.

[Effects of the present invention]

By adopting the above-mentioned means, the present invention can prevent premature wear of the friction joint in a brake or clutch due to a delay in brake release, as described above.
Further, not only can the vehicle be started easily and smoothly on the road without causing brake drag or engine stop, but also the following effects can be achieved.

That is, by using the pressure of compressed air supplied to the actuator of the clutch actuating device to control the opening and closing of the valve device,
Since there is no part where the hydraulic pressure on the clutch actuating device side, which provides a higher acting force than compressed air, acts, it is compared to a device that uses the hydraulic pressure on the clutch actuating device side to control the opening and closing of the valve device. As a result, it becomes possible to manufacture a device with relaxed conditions such as pressure resistance and strength, and as a result, productivity and reliability of the device can be improved.

〔Example〕

Hereinafter, the present invention will be explained in detail based on the illustrated embodiments. FIG. 1 is a sectional view showing one embodiment of the present invention, and FIG. 2 is a sectional view showing another embodiment.

In FIG. 1, 1 indicates the entire brake holding device;
2 is the main body. A large diameter hole 3 is formed in the lower part of the main body 2 and extends horizontally and has one end opening on the side surface of the main body 2.
An inlet member 7 provided with an inlet 9 and an inlet passage 10 communicating the inside of the large diameter hole 3 with the inlet 9 is hermetically screwed into the opening via a seal ring. The large diameter hole 3 is connected to the lower large hole portion 5 of a stepped vertical hole 4 extending vertically through the main body 2 via a through hole 6, and the lower side opens to the lower surface of the main body 2. The outlet member 7 is fitted with a seal ring at the end of the large hole 5 and is screwed in an airtight manner. The outlet member 7 has an outlet If
and an outlet passage 12 that communicates this outlet 11 with the inside of the vertical hole 4.
This is provided.

A substantially cylindrical synthetic resin guide member 13 is fitted inside the large diameter hole 3 and has an edge extending toward the radial force at the end on the side of the artificial body 9. A ball 14 is housed within the guide member 13 so as to be movable under its own weight while being guided by a plurality of protrusions 15 provided along the axial direction on the inner periphery of the guide member 13.

16 is a plurality of claw parts I7 arranged between the guide member 13 and the end of the large diameter hole 3 on the through hole 6 side, and with which the balls 14 can come into contact.
This is a retainer with a The entrance 9 side of the guide member 13 and the through hole 6 can communicate with each other through the groove-shaped spaces formed between the respective protrusions 15 and the inner hole of the retainer 16.

Inside the large diameter hole 3 between the guide member 13 and the inlet member 7,
An annular support member 18 is fitted with a seal ring attached to its outer periphery, and an annular seat member 19 made of an elastic material is fitted into the inner hole of the support member 18 via a convex portion. A valve seat 20 on which the ball 14 can be seated is provided at the end of the seat member 19 that fits into the inner periphery of the edge of the guide member 13. The support member 18 fitted with the retainer 16, the guide member 13, and the seat member 19 is connected to the through hole 6 side end of the large diameter hole 3 and the inlet member 7.
axially positioned by the inner end of the inner end.

Above the large diameter hole 3 of the main body 2, a space inside the large diameter hole 3 formed by the outer periphery of the inlet member 7 and the inner periphery of the large diameter hole 3 is connected to a vertical hole 4.
A passage 22 is provided that communicates with the inner hole 23, and the inlet passage 10 and the outlet passage 12 are connected to the inner hole of the seat member 19, the inner hole 6 of the guide member 13, and the lower large hole of the vertical hole 4. 5, and the first passage 22. A second passage 26 constituted by the medium hole portion 23 and the lower large hole portion 5
Communication is possible through two passages.

Then, the ball 14 and the valve seat 20 described above cause the first
A holding valve 27 is configured that can prevent air movement from the outlet 11 side to the population 9 side via the passage 21, and this holding valve 27
and a check valve 28 provided in the lower large hole 5 to prohibit air movement from the outlet 11 side to the population 9 side via the second passage 26. It constitutes a valve device that can prevent air movement toward the 9 side. The check valve 28 has a valve spring 3 in which a disk-shaped valve body 30 is stretched between a protrusion 29 formed on the outer periphery of the valve body 30 and an outlet member 8.
1 by a relatively weak urging force toward the valve seat 32 provided at the step between the lower large hole 5 and the middle hole 23,
It is a provision.

A cover 33 airtightly attached to the upper part of the vehicle body 2 to cover the opening of the upper large hole 25 of the vertical hole 4 is provided with a stepped cylinder hole 34 that is arranged coaxially with the vertical hole 4 and communicates with it. The large diameter cylinder portion 35 of the cylinder hole 34 formed on the upper large hole portion 25 side is provided with its inner diameter larger than the inner diameter of the upper large hole portion 25, and the cover 33 of such large diameter cylinder portion 35 is A small diameter cylinder portion 36 having an inner diameter smaller than the inner diameter of the upper large hole portion 25 is formed on the upper closed end side.

Inside the cylinder hole 34, a large diameter portion 38 is located inside the large diameter cylinder portion 3.
5, a stepped movable body 37 is slidably disposed in which a small diameter portion 39 is fitted with a seal ring on each small diameter cylinder portion 36, and the upper end surface of the large diameter portion 38 is fitted with a large diameter cylinder portion 36. Step portion 4 formed between cylinder portion 35 and small diameter cylinder portion 36
0, the lower end surface can come into contact with a step portion 41 formed between the large diameter cylinder portion 35 and the vertical hole 4. The movable body 37 also slidably passes through the small hole 24 fitted with the seal ring of the vertical hole 4, and forms a space between the inner wall of the medium hole 23 and the lower large hole 5. A stem 42 extending toward is integrally formed.

The lower end of the stem 42 is capable of engaging with the upper end surface of the valve body 30 of the check valve 28, and the length of the stem 42 is set so that the movable body 3
7 is in the first position where the lower end surface of the large diameter portion 38 and the stepped portion 41 are in contact, the stem 42 moves the valve body 30 away from the valve seat to open the check valve 28, and When the movable body 37 is in the second position where the upper end surface of the large diameter portion 38 and the stepped portion 40 are in contact, the valve body 30 is seated on the valve seat 32 by the biasing force of the valve spring 31, and the check valve 28 is under pressure. It is set so that it opens and closes depending on the difference and operates normally.

A control pressure chamber 43 is defined below the movable body 37 between the lower end surface of the large diameter portion 38 and the small hole portion 24 of the vertical hole 4, and this control pressure chamber 43 is provided on the side surface of the main body 2. It is connected to the control port 44. On the other hand, an outlet pressure chamber 45 is defined in the small diameter cylinder section 36 above the small diameter section 39 of the movable body 37, and this outlet chamber 45 is connected to a communication passage 46 (indicated by the broken line in the figure) provided in the cover 33. ), the through hole 6 of the large diameter hole 3 provided in the vehicle body 2
A communication path 4 is opened in the side end side wall through a pipe member 47.
6 and a notch 49 provided at the end of the guide member 13 opposite to the opening of the hole 48 to communicate with the outlet 11 side of the holding valve 27. In addition, the movable body 3
A spring 50 is tensioned between the end of the small diameter portion 39 of the small diameter portion 38 .7 and the closed end of the small diameter cylinder portion 36 . The movable body 37 is moved downward (from the first position described above) by a predetermined urging force that overcomes the sliding resistance of the seal rings fitted in the small diameter portions 39 and the seal rings fitted in the small hole portion 24 of the vertical hole 4. ). In addition, the stepped portion 40 and the large diameter portion 38 of the movable body 37
The chamber defined between the cover 33 and the upper end face is constantly communicated with the atmosphere through a small hole 52 provided in the side wall of the cover 33.

A cover 33 with a cylinder hole 34 formed therein as described above.
．． Movable body 37 provided with a stem 42. Control pressure chamber 43. Outlet pressure chamber 45. A control device 51 for controlling the opening and closing of the check valve 28 is configured by the spring 50 and the like, and the brake holding device 1 equipped with such a control device 51 is located on the control port 44 side (right side in the figure). It is attached to the vehicle body with the front facing toward the front of the vehicle. The inlet 9 is a brake valve that is connected to a tank that stores compressed air and discharges compressed air according to the driver's operation, or a relay that receives pressure from the brake valve as a signal pressure and discharges compressed air accordingly. The outlet 11 is connected to a main actuating device such as a valve (none of which is shown), and the output 11 is a brake actuator that is supplied with compressed air such as a brake chamber or an air-over-hydro link booster to operate a wheel brake device, and a signal from the main device. It is connected to a follower device (none of which is shown) such as a relay valve that receives the pressure and sends the corresponding pressure to the brake actuator. In addition, the control port 44 is supplied with compressed air and can operate a clutch device provided between the engine and the transmission of the vehicle, and is an actuator of a clutch actuating device such as a latch booster (none of which is shown). In the control device 51, the lower end surface of the large diameter portion 38 of the movable body 37 can receive pressure from the clutch booster, and the end surface of the small diameter portion 39 can receive pressure on the side of the outlet 11 that is supplied to the driven device. It has become.

The operation of this embodiment will be explained below.

Now, when the vehicle is traveling at a constant speed on a flat road and the driver is not operating the brake or clutch, the brake holding device 1 is in the state shown, and the ball 14 is separated from the valve seat 20 and the retainer 16 The holding valve 27 opens when the movable body 37 of the control device 51 comes into contact with the movable body 37, and only the biasing force of the spring 50 acts on the movable body 37 of the control device 51, so that the large diameter portion 38 of the movable body 37 comes into contact with the stepped portion 41. The stem 42 is in the first position in which the valve body 30 of the check valve 28 is pushed and separated from the valve seat 32, the check valve 28 is open, and the first position is between the inlet 9 and the outlet 11. The passage 2I and the second passage 26 communicate with each other.

After that, when the vehicle enters the boarding road from the flat road and starts running on the boarding road, the brake holding device 1 is tilted upward to the right in the figure, so that the ball 14 is moved to the guide member 1.
3 and moves toward the valve seat 20 by its own weight and seats on the valve seat 20, thereby closing the holding valve 27. When the driver operates the brake in order to stop the vehicle in such a state, compressed air discharged from the brake valve is supplied to the inlet 9 and passes through the inlet passage 10 mainly to the second
Through the passage 26, the pressure is delivered from the outlet 11 to the relay valve and the pressure is transmitted to the brake actuator. A portion of the compressed air pushes up the ball 14 due to its pressure and pushes up the first passage 2.
1 toward the outlet 11, but when the ball 14 separates from the valve seat 20 and the pressure difference disappears, the ball 14 again seats on the valve seat 20 due to its own weight, and the holding valve 27 closes.

Also, the pressure of the compressed air supplied to the inlet 9 is controlled by the pressure of the compressed air supplied to the inlet 9 . The outlet pressure chamber 45 of the control device 5I through the communication path 46
The pressure is applied to the end surface of the small diameter portion 39 of the movable body 37.

When the brake is activated in this way and the vehicle is sufficiently decelerated, when the driver performs a clutch disconnection operation, compressed air supplied to the clutch booster is supplied to the control pressure chamber 43 through the control port 44. The pressure is introduced into the movable body 37
It acts on the lower end surface of the large diameter portion 38 of. As the clutch disengagement operation progresses, the pressure introduced into the control pressure chamber 43 increases, and the acting force acting on the large diameter portion 38 of the movable body 370 is transferred to the outlet pressure chamber 45.
When the force pressing the movable body 37 toward the first position from the side is overcome, the movable body 37 moves upward toward the outlet pressure chamber 45 side. The valve seat 3 is moved by the stem 42 of the movable body 37.
The valve body 30 of the check valve 28 that was separated from the movable body 3
7 moves toward the valve seat 32 due to the biasing force of the valve spring 31, and finally seats on the valve seat 32, and the check valve 28 closes.

The movable body 37 moves to the second position where the upper end surface of the large diameter portion 38 comes into contact with the stepped portion 40, and the tip of the stem 42 completely separates from the valve body 32 of the check valve 28, and the control device 51
The check valve 28 operates normally (outlet 11
Only air movement from the side toward the population 9 side is prohibited).

When the clutch is completely disconnected and the vehicle stops, the holding valve 27 and the check valve 28 are closed, and from the exit 11 side to the population 9 side via both roads of the first passage 21 and the second passage 26. Therefore, even if the brake operation is released and the compressed air that was being supplied to the inlet 9 side is released from the brake valve after the vehicle has stopped, by keeping the clutch disengaged, the air can be moved toward the outlet 11. The pressure supplied to the relay valve is not released and remains held. Therefore, the pressure transmitted to the brake actuator is maintained, and the vehicle remains stationary.

The outlet pressure chamber 45 of the control device 51 is connected to the outlet passage 12, the through hole 6. Notch portion 49. Since it is always in communication with the outlet 11 through the hole 48 and the communication path 46, the pressure of the compressed air held on the outlet 11 side continues to act on the end surface of the small diameter portion 39 of the movable body 37 even when the vehicle is stopped. However, the pressure from the Thalassochi booster that corresponds to the disengagement of the clutch continues to act on the lower end surface of the large diameter portion 38 of the movable body 37, and the acting force due to this acts against the force acting from the outlet pressure chamber 45 side. Since it has won, the movable body 37 remains in the second position.

When starting the vehicle, the driver changes gears as necessary, then operates the accelerator to increase engine speed and gradually engages the clutch. The pressure supplied into the control pressure chamber 43 from the port 44 gradually decreases.

In this way, as the clutch engagement progresses, the control pressure chamber 43
As the internal pressure decreases, the movable body 37 is held in the second position against the force of the holding pressure of the brake introduced into the outlet pressure chamber 45 and the biasing force of the spring 50. The acting force becomes smaller, and this acting force finally becomes smaller than the above-mentioned acting force that presses the movable body 37 downward from the outlet pressure chamber 45 side.

Then, the movable body 37 moves downward toward the first position, and as the movable body 37 continues to move, the tip of the stem 42 comes into contact with the valve body 30 of the check valve 28, and the valve further closes. The body 30 is pressed to separate from the valve seat 32. When the check valve 28 is opened in this way, the pressure held on the outlet 11 side connected to the relay valve is transferred to the inlet 9 through the second passage 26 through the gap between the valve body 30 and the valve seat 32. The brake valve connected to the brake valve is gradually released, and the pressure held in the brake actuator decreases accordingly. When the check valve 28 is opened, the pressure in the outlet pressure chamber 45 of the check valve control device 51 is reduced to the communication path 46. Hole 48. Although the movable body 37 is released toward the inlet 9 side through the notch 49 and the passage 6 and lowered, the lower end surface of the large diameter portion 38 comes into contact with the stepped portion 41 due to the biasing force of the spring 50, and the movable body 37 is prevented from returning. Move to a first position that keeps valve 28 open. In this way,
As the driving force transmitted to the wheels via the clutch increases in accordance with the clutch engagement operation, the brake pressure is released.

The pressure that is maintained on the exit ll side to keep the vehicle stopped on the uphill road changes depending on the slope of the uphill road or the weight of the vehicle, etc., and the higher these factors are, the higher the holding pressure becomes. Therefore, when the vehicle is started, the check valve 28 is opened early in response to the clutch engagement operation.

That is, the higher the pressure held on the outlet 11 side and the higher the pressure introduced into the outlet pressure chamber 45 of the control device 51, the more the movable body 37 moves toward the first position where the check valve 28 is opened. Since the acting force that urges the lower part of The brake pressure is maintained in a state where the difference between the applied force and the applied force is small. Therefore, in such a case, the movable body 37 is The acting force that biases the movable body 37 toward the first position opposes this and biases the movable body 37 toward the second position.
The movable body 37 begins to move toward the first position. In this way, in response to the timing at which the movable body 37 starts moving earlier than the clutch engagement, the timing at which the valve body 30 is pressed by the stem 42 to open the check valve 28 is adjusted according to the clutch engagement operation. The friction welding of is shifted to a small point and becomes faster. In this way, since the opening timing of the check valve 28 with respect to the progress of the connection is controlled according to the height of the pressure held on the outlet 11 side, the pressure held on the outlet 11 side is high. However, when the clutch engagement progresses and the clutch reaches the so-called half-clutch state, the brake pressure decreases to a level that provides the necessary braking force to prevent the vehicle from moving backwards, and the vehicle eventually starts on the road. do.

The embodiment shown in FIG. 1 has been described above, and next the embodiment shown in FIG. 2 will be described.

The brake holding device 101 of FIG.
As a valve device that can prevent air movement from the 11 side toward the inlet 109 side, only a holding valve 127 equipped with a ball 114 that can move toward the valve seat 120 by its own weight on the climbing road is provided. Control bag W1 that can control opening and closing
51 is disposed coaxially with the passage 160, and is attached to the vehicle body with the exit 111 side (the right side in the figure) facing the front of the vehicle. The structure of the control device 151 is similar to that shown in FIG.
44 to the control pressure chamber 143 in a direction that allows the holding valve 127 to close.
45 in the direction of opening the holding valve 127, and is movable according to the pressure difference between the control pressure chamber 144 and the outlet pressure chamber 145.

In this embodiment, the opening timing of the holding valve 127 is controlled so that the higher the pressure held on the outlet 111 side is, the earlier the release timing of the brake pressure is with respect to the progress of clutch engagement. Although different from the case of the embodiment shown in FIG.
Since the action is almost the same, the explanation thereof will be omitted.

As described above, in the illustrated embodiment, the control device 51,
The compressed air pressure on the outlet 11, 111 side held by the driven device is applied to the movable body 37, 137 of 151 toward the first position where the check valve 28 or the holding valve 127 is opened. The pressure of the compressed air supplied to the clutch booster is applied toward a second position in which the check valve 28 can be operated normally or the holding valve 127 can be closed, and according to the difference between these two applied forces. By moving the movable body 37, 137 between the first position and the second position to control the opening and closing of the check valve 28 or the holding valve 127, the brake pressure can be increased by continuing the clutch disengagement operation. The handbrake is held in place and the brake pressure is released in response to the clutch engagement operation, so the handbrake is clutched when on the uphill road.

It is possible to easily start the vehicle without operating the accelerator in conjunction with the accelerator. And furthermore, exits 11, 11
The higher the brake pressure held on the 1 side, the more the check valve 28 or the holding valve 1
27 is released earlier and the brake pressure begins to be released earlier, so that excessive braking force does not act on the driving force transmitted to the wheels, which prevents excessive clutch slippage and brake drag when the vehicle starts. Alternatively, it is possible to prevent the engine from starting and start the vehicle smoothly.

In addition, in order to control the opening and closing of the check valve 28 or the holding valve 127 by the control device 51, 151, the compressed air supplied to the clutch booster of the clutch actuating device is supplied to the control port 4.
4,144 to the control pressure chamber 43.143, and the pressure thereof is utilized, so that the entire device 1,101 is composed of only pneumatic working parts. Therefore, the pressure resistance of each part of the main body 2, 102 and the control device 51, 151 is improved compared to the case where hydraulic pressure generated on the clutch actuating device side that provides a larger acting force than compressed air is used.

Device 1. Relaxing the conditions such as strength etc. It becomes possible to manufacture lots, and as a result, productivity is improved and reliability of the device can be improved.

Although the illustrated embodiments have been described above, the present invention is not limited thereto and can be implemented in various forms.

For example, instead of using a piston-shaped movable body 37.137 that slidably fits into the cylinder hole as the movable body of the control device, a diaphragm that receives the pressure on the control port side and the pressure on the outlet side facing each other may be used. A movable body integrally provided with an operating member that can engage with the valve body of the valve device may be used. When such a diaphragm-type movable body is used, it is possible to omit the spring that urges the movable body toward the valve device open position. Also, instead of arranging the control device in series with the valve device so that the movable body and the valve body of the valve device move on the same axis, the control device and the valve device may be arranged so that their axes are aligned with each other. They may be arranged so as to intersect, and the displacement of the movable body may be transmitted to the valve body via a movable member provided with an inclined surface or the like, thereby controlling the opening and closing of the valve device. Further, instead of disposing the control device on the inlet side of the valve device, it is also possible to dispose it on the outlet side of the valve device to perform opening/closing control. In addition, as a valve device, there is a solenoid valve that receives electrical signals from means for detecting road surface slope, vehicle speed, etc., and can shut off the population and the exit, and a solenoid valve that prohibits air movement from the exit side to the entrance side. Parallel with reverse valve,
The opening timing of the check valve may be controlled by the control device.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing one embodiment of the present invention, and FIG. 2 is a sectional view showing an embodiment of the present invention.
FIG. 7 is a cross-sectional view showing another example. 1.101-brake holding device, 9,109--population, 11,111--exit, 21-first passage, 26-second
Passage, 27,127-=-Holding valve, 28-・Check valve, 3
7. 137-movable body, 43,143--control pressure chamber,
44,144-control port, 45,145-outlet pressure chamber, 51
．． 151-control device, 160... passage

Claims (1)

[Claims] An inlet that is connected to a main device such as a brake valve that discharges compressed air in response to the driver's operation, and an outlet that is connected to a driven device such as a relay valve that is activated by being supplied with compressed air, and supplies compressed air. a control port connected to an actuator of a clutch actuating device that is actuated by the inlet, a passage provided in communication with the inlet and the outlet, and an air movement provided in the passage from the outlet side to the inlet side; a first valve device that allows pressure on the outlet side to open the valve device;
and a control device including a movable body that can receive and move the pressure on the control port side toward a second position that closes the valve device.