JP2857068B2 - Brake equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device corresponding to a case where a control device for controlling a main motor of a railway vehicle is a variable voltage variable frequency control device (VVVF control device) for each bogie or shaft. About.

[0002]

2. Description of the Related Art Individual variable voltage / variable frequency control devices (hereinafter abbreviated as VVVF control devices) are capable of idling and sliding wheels without reducing the speed-tensile force characteristics and speed-regenerative braking force characteristics of the entire vehicle set. It has been applied to reduce the frequency of occurrence. Previously, the main motor was controlled collectively for each vehicle as shown in FIG. 7A, but individual control for each axis as shown in FIG. 7C has been proposed for better control. ing. The brake device is closely related to a control device that controls the main motor of the railway vehicle in order to coordinately control the regenerative brake and the air brake of the main motor. Therefore,
The brake device is provided corresponding to the main motor control device. In the case of an individual VVVF control device, an individual VVV
A brake device is provided for each of the F control devices. As a conventional device provided with such a brake device, for example, there is one described in Japanese Patent Application Laid-Open No. 5-294237. As shown in FIG. 8, the schematic configuration is such that a signal output from a brake controller 1 of a cab is input to a brake command converter 2 provided for each train, and a brake control device 3 The unit braking force is calculated.
The command signal obtained as a result is provided as air pressure for each axis via the static electricity conversion valve 4, double check valve 5, relay valve 6, and anti-skid valve 7 provided corresponding to each axis. Brake cylinder. Apart from the above, separate VVVF control devices are not provided for each axis,
As shown in (b), it may be provided for each truck. In that case, a brake device is also provided for each truck.

[0003] Separately, railways have requirements for a brake device from the viewpoint of ensuring safety. That is, fail-safe during emergency braking is ensured,
Then, gliding control can be performed at the time of service braking and emergency braking.

[0004]

SUMMARY OF THE INVENTION The conventional individual VV
The brake device corresponding to the VF control device controls the air pressure for each shaft via a static conversion valve 4, a double check valve 5, a relay valve 6, and an anti-skid valve 7 provided respectively for each shaft. The number of these components is increased because they are provided to the provided brake cylinders. For this reason, there is a problem in that it goes backward in order to reduce the size and weight and to reduce the maintenance work. SUMMARY OF THE INVENTION It is an object of the present invention to provide a brake device that can satisfy the individual control of a main motor by reducing the number of the large number of components while satisfying railway safety.

[0005]

SUMMARY OF THE INVENTION The present invention provides a brake command pressure for performing a service brake control, an emergency brake control, and a gliding control based on a service brake command, an emergency brake command, a speed signal, and a service brake command pressure feedback signal. A control signal is calculated for each control unit of the main motor, and a brake receiving device that outputs the control signal for each control unit, and an emergency brake command pressure that is provided corresponding to the vehicle or the bogie and that corresponds to the load of the vehicle or the bogie are output. A variable load valve, a relay valve for supplying a brake pressure whose capacity is amplified based on an output pressure from a control valve unit to a corresponding brake cylinder, and the variable load valve corresponding to each control unit of the main motor. And a service brake provided in connection with the relay valve and using the emergency brake command pressure of the response load valve for at least a part of control by the brake command pressure control signal Control, emergency brake control, and pressure for performing sliding control during braking, and when a brake command pressure control signal corresponding to the emergency brake command is input, the exciting current is cut off and the emergency brake command pressure is set. And a control valve unit configured by an electromagnetic valve so as to output only the relay valve to the relay valve.

In the above-mentioned means, the control valve portion switches to a communication, cut-off, or relay valve side exhaust state by a brake command pressure control signal output from the brake receiving device, and supplies the supplied air pressure to a regular brake. A three-position switching solenoid valve that outputs a pressure for performing control and sliding control during braking,
Separately, an emergency brake command pressure of the response load valve is given to the relay valve by a brake command pressure control signal corresponding to the emergency brake command, and the relay valve side is exhausted when there is no brake command pressure control signal corresponding to the emergency brake command. And an emergency solenoid valve.

In the above means, the relay valve is provided with an emergency pressure chamber which receives an emergency brake command pressure and outputs an emergency brake pressure to a brake cylinder, and another subtraction chamber which subtracts the pressure of the emergency pressure chamber by the input pressure. The brake receiving amount is controlled so as to output the brake command pressure control signal that causes the emergency solenoid valve to supply an emergency brake command pressure to the emergency pressure chamber of the relay valve during the operation of the emergency brake and the service brake. A control unit for supplying the output pressure of the three-position switching solenoid valve of the control valve unit to the subtraction chamber. It is preferable that the pressure is given by a command pressure obtained by subtracting the pressure.

In the above means, the relay valve is provided with an emergency pressure chamber for receiving an emergency brake command pressure and outputting an emergency brake pressure, and a subtraction chamber for subtracting the command pressure of the emergency pressure chamber by another input command pressure. A normal pressure chamber that receives a brake command pressure and a relay valve outputs a normal brake pressure; and the emergency solenoid valve controls the emergency pressure chamber to generate a brake command pressure control signal corresponding to the emergency brake command. A switching solenoid valve for switching the output side of the three-position switching solenoid valve between the normal pressure chamber and the subtraction pressure chamber and for setting the chamber not connected to the exhaust state to be in an exhaust state when not present. The switching solenoid valve may be configured so that the service pressure chamber is switched to an exhaust state and the subtraction pressure chamber is switched to a connected state by a brake command pressure control signal corresponding to an emergency brake command.

In the above means, the relay valve is a simple capacity amplification type, and is switched from a connection position connected to the supply air reservoir to an exhaust position to be in an exhaust state by a brake command pressure control signal corresponding to an emergency brake command. The output side of the three-position switching solenoid valve is connected to the relay valve, the output side of the emergency solenoid valve and the output side of the switching solenoid valve are connected to the input side, and It is preferable that the service brake command pressure is output based on the pressure from the reservoir.

Another means of the present invention is a service brake command,
Based on the emergency brake command, the speed signal, and the service brake command pressure feedback signal, a brake command pressure control signal for performing service brake control, emergency brake control, and sliding control is calculated for each control unit of the main motor and output for each control unit. A brake receiving device, a load-response valve that is provided corresponding to the vehicle or the bogie and outputs an emergency brake command pressure corresponding to the load of the vehicle or the bogie, and a brake command pressure output from a three-position switching solenoid valve described later. A relay valve for amplifying the capacity and supplying it to the corresponding brake cylinder, and communicating, shutting off, and shutting off by a brake command pressure control signal that is provided corresponding to each control unit of the main motor and is output from the brake receiver when the control is normal. The emergency brake pressure supplied from the response load valve is switched to each state of the exhaust on the relay valve side, and the emergency brake pressure, the emergency brake control, and the A three-position switching solenoid valve configured to output a brake command pressure for performing gliding control during parking, a pilot portion provided in the three-position switching solenoid valve to be supplied with air pressure and to be in the communication position, and the brake to be used when control is abnormal. And a control valve section having an emergency solenoid valve for supplying air pressure to the pilot section by a brake command pressure control signal separately output from the receiver.

[0011]

The brake receiver receives a service brake command and outputs a corresponding service brake pressure control signal to the control valve,
The control valve unit outputs the corresponding brake pressure to the relay valve using the emergency brake pressure from the response load valve, and the air pressure supplied from the relay valve to the brake cylinder exerts a braking force according to the service brake command. When receiving the emergency brake command, the brake receiver outputs an emergency brake pressure control signal to the control valve section, and the control valve section is in a state where the exciting current is cut off to be in a communication state, and the emergency braking from the response load valve is performed. The pressure is output to the relay valve, and the emergency braking force acts on the air pressure supplied from the relay valve to the brake cylinder. The control valve controls three functions: service brake, emergency brake, and gliding control.

The control valve section is divided into a three-position switching solenoid valve and an emergency solenoid valve, so that the command systems for the service brake control, the gliding control, and the emergency brake control can be different systems.

According to a third aspect of the present invention, an emergency brake command pressure is supplied to the emergency pressure chamber of the relay valve through the emergency solenoid valve during the operation of the brake, and the emergency brake command pressure is supplied by the three-position switching valve during the normal brake control and the sliding control. Is supplied to the decompression chamber of the relay valve to secure the desired braking force, so that the emergency brake command pressure can be ensured by the relay valve during the operation of the brake and safety can be improved. .

Further, according to the present invention, the service brake control and the sliding control at the time of service brake are controlled only by the service pressure chamber of the relay valve, and the emergency brake control is controlled only by the emergency pressure chamber of the relay valve. And only the sliding control at the time of emergency braking is calculated by the emergency pressure chamber and the subtraction pressure chamber, so it is unnecessary to perform the sliding control at the time of emergency brake control and service brake, and the calculation at the relay valve at the time of emergency brake control. And the brake responsiveness can be improved.

According to the fifth aspect, the input side of the three-position switching solenoid valve is either a switching solenoid valve for supplying an output pressure during service braking or an emergency solenoid valve for outputting an emergency braking command pressure during emergency braking. And it is configured to output either this output pressure or emergency brake command pressure to the relay valve, so that service brake control, emergency brake control,
In both the normal and emergency sliding control, arithmetic control at the relay valve is not required, and the brake responsiveness can be improved accordingly.

According to the sixth aspect, the brake receiving device outputs a brake command pressure control signal corresponding to the service brake command, the emergency brake command, and the sliding control to the three-position switching solenoid valve. The corresponding brake command pressure is supplied to and discharged from the relay valve by using the emergency brake command pressure from the variable load valve, and the air pressure supplied from the relay valve to the brake cylinder is controlled, and the brake corresponding to the brake command pressure control signal is controlled. Force acts. When the control is abnormal, the emergency solenoid valve is operated by the brake command pressure control signal different from the brake command pressure control signal from the brake receiving device, and the air pressure is supplied to the pilot portion of the three-position switching valve, and the three-position switching electromagnetic is controlled. Hold in valve communication position. Therefore, the configuration of the brake device can be simplified, and fail-safety during emergency braking can be ensured.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIG. The figure shows a brake device and a variable load valve 22. For example, other parts (brake device) except for the variable load valve 22 are provided for each VVVF control device for each axis or each truck. 21 is a brake receiving device, 22 is a response load valve, 23 is a control valve section, 24 is a relay valve, and 25 is a pressure sensor.

The brake receiver 21 has a control unit 30 and an output unit 31. When a service brake command is input to the control unit 30, a speed signal for sliding detection and a brake command pressure feedback signal (also input) are input. Pressure sensor 25
And outputs a brake command pressure control signal via the output unit 31 on the basis of the above. The brake command pressure control signal is a different signal by changing the current value, and switches a three-position switching solenoid valve 34 constituting the control valve section 23 described later to a position required for brake command pressure control. The brake command pressure control signal output from the output unit 31 performs the service brake control and the sliding control during the service brake and the emergency brake. A line 32 returning to the control unit 30 is a failure confirmation signal line. When either the control unit 30 or the output unit 31 fails, the relay Ry2 is turned off, and the output unit 31 stops outputting.

Another emergency brake command system is formed so that the emergency brake command is output to the control valve section 23 through the brake receiver 21. This signal is also a brake command pressure control signal, but the brake command pressure control signal corresponding to the emergency brake command is in a current-off state, and is current-on without an emergency brake command. Therefore, it is an on / off signal, and switches an emergency solenoid valve 35 described later.
The relay Ry1 is turned off when the service brake is used. Therefore, when the service brake is used, the current is turned off and the state is the same as that when the emergency brake command is issued. This is for obtaining the service brake command pressure by subtraction described later. Relay Ry
Reference numeral 1 denotes a switch that is turned off when either the control unit 30 or the output unit 31 fails, as in the case of the relay Ry2. This is to ensure the operation of the emergency brake. Control unit 30
The emergency brake command is input via the branch line 33, whereby the emergency brake command is recognized, and the emergency brake control is prioritized over the service brake control.

The variable load valve 22 receives the air spring pressure corresponding to the load of the front bogie of the vehicle and the air spring pressure corresponding to the load of the rear bogie, and is proportional to the average value of both pressures. Compressed air is output at a pressure necessary for the emergency brake to operate. The output compressed air is supplied from another air supply dam.

The control valve section 23 comprises a three-port three-position switching solenoid valve 34 and a three-port two-position switching emergency solenoid valve 35. The three-position switching solenoid valve 34 has an input port, an exhaust port, and an output port, a supply air reservoir is connected to the input port, a subtraction pressure chamber 42 of the relay valve 24 described later is connected to the output port, and a solenoid is connected to the solenoid. When the brake command pressure control signal is input from the output unit 31, the switching positions 36, 3
7 and 38 are switched. Switching position 3
Reference numeral 6 denotes a state where the solenoid is not energized at the exhaust position,
Vent the relay valve 24 side. The switching position 37 is a cutoff position when the solenoid is slightly excited. The switching position 38 is a communication position where the solenoid is strongly excited, and connects the air reservoir to the relay valve 24 side. Emergency solenoid valve 35
Has an input port, an exhaust port, and an output port, the input port is connected to the output side of the variable load valve 22, the output port is connected to the emergency pressure chamber 41 of the relay valve 24, and the emergency brake command system is connected to the solenoid. , The brake command pressure control signal is input from the controller to switch to the switching positions 39 and 40.

The relay valve 24 has a function of performing calculations in addition to the capacity amplification, and includes an emergency pressure chamber 41 and a subtraction pressure chamber 42.
It has. The emergency pressure chamber 41 has a configuration in which a pressure is independently input, the input pressure is volume-amplified and output to the brake cylinder side. The subtraction pressure chamber 42 subtracts the input pressure from the pressure of the emergency pressure chamber 41,
After all, the relay valve 24 is configured to amplify the capacity of the subtraction result and output the amplified result to the brake cylinder side.

This brake device comprises a brake receiver 21
When the brake command is not input to the control unit 30, the brake command pressure control signal from the control unit 30 has a large current value.
The position electromagnetic switching valve 34 is a communication switching position 38, and the brake command pressure control signal of the emergency brake command system is a relay R.
When y1 is on and there is current, the emergency solenoid valve 35 is at the exhaust switching position 40. Therefore, the emergency pressure chamber 41 of the relay valve is in the exhaust state, and no braking force is applied.

When any one of the seven regular brake commands is input to the brake receiver 21, the brake command pressure control signal from the control unit 30 turns off the current once and switches the three-position electromagnetic switching. The valve 34 becomes the exhaust position 36,
When the pressure in the subtraction pressure chamber 42 decreases and reaches a pressure corresponding to the brake command pressure of the service brake command, the pressure sensor 25 detects and feeds back this pressure. The output brake command pressure control signal changes to a small current value, and the three-position electromagnetic switching valve 34 is set to the cutoff switching position 37. In the emergency brake command system, the current is turned off when the service brake command is input, so that the emergency solenoid valve 35 is switched to the communication switching position 39, and the pressure in the emergency pressure chamber 41 rises to the emergency brake command pressure. As a result, a pressure obtained by subtracting the command pressure of the subtraction pressure chamber 42 from the emergency brake command pressure of the emergency pressure chamber 41 is supplied to the brake cylinder as the brake pressure. The braking force decreases when the command pressure of the subtraction pressure chamber 42 is increased, and increases when the command pressure is reduced.

When the service brake command is changed to another one, the air in the subtraction pressure chamber 42 is discharged or the air is supplied so that the brake command pressure corresponds to the service brake command. Then, the three-position electromagnetic switching valve 34 is appropriately switched.

When an emergency brake command is input to the brake receiver 21, the output of the output unit 31 is turned off, the three-position switching solenoid valve 34 is switched to the exhaust switching position 36, and the command pressure of the subtraction pressure chamber 42 is controlled. Since the brake command pressure control signal of the emergency brake command system is off, the emergency solenoid valve 35 is in the communication switching position 39, the command pressure in the emergency pressure chamber 41 rises to the emergency brake command pressure, and the Compressed air is supplied to output emergency braking force. When a gliding occurs during the emergency braking operation, the control unit 30 detects the gliding from the speed signal and controls the three-position switching solenoid valve 34 to supply air to the subtraction pressure chamber 42 to perform gliding control during emergency braking. Do. In addition,
The sliding control at the time of the service brake is similarly performed by the three-position switching solenoid valve 3.
4 is performed.

Although the brake device of the first embodiment corresponds to each of the individual VVVF control devices, the control valve portion 23 includes one three-position switching solenoid valve 34 and one emergency solenoid valve. 35, which control three functions of service brake, emergency brake, and gliding control, so that the valve configuration is greatly simplified as compared with the conventional one shown in FIG. In addition, since the emergency solenoid valve 35 which is in the communicating position by the solenoid demagnetization is provided separately from the three-position switching solenoid valve 34 for the service brake control and the sliding control, the emergency brake command system is used by the three-position switching solenoid valve 34 The control circuit for controlling the braking and the skidding can be provided as a separate system, thereby improving the reliability of the operation of the emergency braking force. Further, by providing the emergency solenoid valve 35 which is in the communicating position by the solenoid demagnetization, the emergency braking force can be secured even if the control power supply breaks. Further, since the emergency solenoid valve 35 is set to the communication position by the brake command and the emergency brake command pressure is supplied to the relay valve 24 during the brake operation, the reliability of the brake operation can be improved. The three-position switching solenoid valve 34 is connected to the exhaust position 36.
Therefore, the three-position switching solenoid valve 34 can be controlled in the same manner in the service brake control, the emergency brake control, and the sliding control.

A second embodiment of the present invention will be described with reference to FIG. The figure shows a brake device and a variable load valve 22. For example, other parts (brake device) except for the variable load valve 22 are provided for each VVVF control device for each axis or each truck. 21a is a brake receiving device, 22 is a variable load valve, 23a is a control valve section, 24a is a relay valve, and 25a is a pressure sensor.

The brake receiver 21a includes a controller 30a,
A brake command pressure control signal based on a slippage detection speed signal and a brake command pressure feedback signal (detected by the pressure sensor 25a) which are also input according to a service brake command input to the control unit 30a; Is output via the output unit 31a. The brake command pressure control signal is a different signal by changing the current value, and switches a three-position switching solenoid valve 34a constituting the control valve portion 23a described later to a position required for brake command pressure control. The brake command pressure control signal output from the output unit 31a is used to perform service brake control and sliding control during service brake and emergency braking.
A line 32 returning to the control unit 30a is a failure confirmation signal line.
When either the control unit 30a or the output unit 31a fails, the relay Ry2 is turned off and the output unit 31a stops outputting.

The emergency brake command is transmitted to the brake receiver 21a.
Another emergency brake command system is formed so as to be output to the control valve section 23a through the control valve section 23a. This signal is also a brake command pressure control signal, but the brake command pressure control signal corresponding to the emergency brake command is in a current-off state, and is current-on without an emergency brake command. Therefore, the signal is an on / off signal, and the emergency solenoid valve 35 described later is used in this signal.
a and the switching solenoid valve 50 are switched. The relay Ry1 is turned off when one of the control unit 30a and the output unit 31a fails. This is to ensure emergency braking operation at the time of failure. The control unit 30a is configured to receive an emergency brake command via the branch line 33,
Thereby, the emergency brake command is recognized, and the emergency brake control is prioritized over the service brake control.

The adaptive load valve 22 receives the air spring pressure corresponding to the load of the front bogie of the vehicle and the air spring pressure corresponding to the load of the rear bogie, and is proportional to the average value of the two pressures. Compressed air is output at a pressure necessary for the emergency brake to operate. The output compressed air is supplied from another air supply reservoir.

The control valve section 23a comprises a three-port three-position switching solenoid valve 34a, a three-port two-position switching emergency solenoid valve 35a, and a switching solenoid valve 50. The three-position switching solenoid valve 34a has an input port, an exhaust port, and an output port. The input port is connected to the supply air reservoir, and the output port is connected to the input port of the switching solenoid valve 50. The three-position switching solenoid valve 34a receives the brake command pressure control signal from the output unit 31 to the solenoid to switch the switching positions 36, 3
7 and 38 are switched. Switching position 3
Reference numeral 6 denotes a state where the solenoid is not energized at the exhaust position,
Exhaust the output port side. The switching position 37 is a cutoff position when the solenoid is slightly excited. The switching position 38 is a communication position in which the solenoid is strongly excited, and connects the air reservoir to the output port.

The switching solenoid valve 50 has an input port, an exhaust port, and two output ports. One of the output ports is connected to a pressure chamber 54 of a relay valve 24a described later, and the other is connected to a pressure chamber 55. . The emergency solenoid valve 35a has an input port, an exhaust port, and an output port. The output side of the response load valve 22 is connected to the input port, and the output port is connected to the pressure chamber 53 of the relay valve 24a. The brake command pressure control signal is input to the solenoid from the emergency brake command system, and the solenoid is switched to the switching positions 39 and 40.

The relay valve 24a has a function of performing calculations in addition to the capacity amplification, and has pressure chambers 53, 54, and 55. The pressure chamber 55 is used for sliding control during service braking and service braking, the pressure chamber 54 is used for sliding control during emergency braking, and the pressure chamber 53 is used for emergency braking. The pressure chambers 53 and 55 are output after amplifying the input pressure by volume.
The pressure chamber 54 has a subtraction function of subtracting the input pressure from the pressure of another pressure chamber. This subtraction function is used only for gliding control during emergency braking. The output of the relay valve 24a is supplied to a brake cylinder.

This brake device comprises a brake receiver 21
a when the brake command is not input to the control unit 30
The brake command pressure control signal from a is no current,
The position electromagnetic switching valve 34a is at the exhaust switching position 36, the brake command pressure control signal of the emergency brake command system is ON when the relay Ry1 is ON, and the switching electromagnetic valve 50 is at the switching position 5
The emergency solenoid valve 35a is at the exhaust switching position 40. Therefore, the pressure chamber 55, the pressure chamber 54, and the pressure chamber 53 of the relay valve are all in the exhaust state. Therefore, the relay valve 24a
There is no output and no braking force is applied.

When any one of the seven regular brake commands is input to the brake receiver 21a, the brake command pressure control signal from the control unit 30a has a large current, and the three-position switching solenoid valve 34a Becomes the communication position 38, and the brake command pressure control signal of the emergency brake command system is
When the relay Ry1 is on and there is a current, the switching solenoid valve 50 is in the switching position 51, and the emergency solenoid valve 35a is in the exhaust switching position 4
0. Therefore, the pressure chamber 54 and the pressure chamber 53 of the relay valve 24a are exhausted, and the pressure chamber 55 is supplied with air from the air reservoir. When the pressure rises in the pressure chamber 55 and reaches a pressure corresponding to the brake command pressure of the service brake command, the pressure is detected and fed back by the pressure sensor 25a, and is output from the control unit 30 based on this. When the brake command pressure control signal changes to a small current value,
The position electromagnetic switching valve 34a is set to the switching position 37 for shutting off. Therefore, a pressure corresponding to the brake command pressure of the service brake command is output to the brake cylinder.

When the service brake command is changed to another one, the air is supplied to the pressure chamber 55 or the air is discharged so that the brake command pressure corresponds to the service brake command. , 3-position electromagnetic switching valve 3
4a is appropriately switched. As described above, the three-position electromagnetic switching valve 34a is controlled by the brake pressure control signal corresponding to the service brake command, and the service brake pressure is output from the relay valve 24a.

When an emergency brake command is input to the brake receiving device 21a, the output of the output section 31a is turned off, the three-position electromagnetic switching valve 34a becomes the exhaust switching position 36, and the switching electromagnetic valve 50 becomes the switching position. 52, relay valve 2
The pressure chambers 54 and 55 of 4a are exhausted. Since the solenoid is demagnetized, the emergency solenoid valve 35a is in the communication switching position 39, and is connected to the pressure chamber 53 of the relay valve.
And the relay valve 24a outputs the emergency brake command pressure to the brake cylinder. When a gliding occurs during the emergency braking, the control unit 30a detects the gliding from the speed signal and detects the three-position switching solenoid valve 34a.
To supply / discharge the command pressure in the pressure chamber 54 of the subtraction function to perform the emergency braking sliding control. In addition, since the sliding control at the time of the service brake is to supply and discharge the pressure of the pressure chamber 55 which supplies the command pressure at the time of the service brake, it can be performed without any problem.

In the brake device of the second embodiment, the emergency solenoid valve 35a which is brought into the communicating position by the solenoid demagnetization is provided separately from the three-position switching solenoid valve 34a for the normal brake control and the sliding control. The system can be a separate system from the control circuit for controlling the service brake and gliding by the three-position switching solenoid valve 34a, thereby improving the reliability of emergency braking force operation.
Further, the emergency solenoid valve 35 which is brought into the communication position by the solenoid demagnetization is provided.
By providing a, the emergency braking force can be secured even if the control power supply breaks. In addition, in the service brake control, the emergency brake control, and the sliding control at the time of service brake, since the calculation by the relay valve 24c is not performed,
Excellent brake response. Further, even if a disconnection accident occurs in the control power supply of the three-position switching electromagnetic valve 34a during operation of the service brake, the service brake force can be once released, and the emergency solenoid valve 35a is operated when necessary to release the emergency brake. Can be activated.

A third embodiment of the present invention will be described with reference to FIGS. FIG. 1 shows a brake device, which is provided, for example, for each axis or for each truck, corresponding to each of the individual VVVF control devices. 21b is a brake receiving device, 23b is a control valve portion, 24b is a relay valve, and 25b is a pressure sensor.

The brake receiver 21b includes a controller 30b,
A brake command pressure control signal based on a slippage detection speed signal and a brake command pressure feedback signal (detected by the pressure sensor 25b) which are also input according to a service brake command input to the control unit 30b; Is output via the output unit 31b. The brake command pressure control signal is a different signal by changing the current value, and the three-position switching solenoid valve 34b constituting the control valve portion 23b described later is switched to a position required for brake command pressure control. The brake command pressure control signal output from the output unit 31b is used to perform service brake control and sliding control during service brake and emergency braking.
The line 32 returning to the control unit 30b is a failure confirmation signal line.
When either the control unit 30b or the output unit 31b fails, the relay Ry2 is turned off, and the output unit 31b stops outputting.

The emergency brake command is transmitted to the brake receiver 21b.
Another emergency brake command system is formed so as to be output to the control valve section 23b through the control valve section 23b. This signal is also a brake command pressure control signal, but the brake command pressure control signal corresponding to the emergency brake command is in a current-off state, and is current-on without an emergency brake command. Accordingly, the signal is an on / off signal, and the emergency solenoid valve 61 described later is used in this signal.
And the switching solenoid valve 60 is switched. The relay Ry1 is turned off when any one of the control unit 30b and the output unit 31b fails. This is to ensure emergency braking operation at the time of failure. The control unit 30b receives the emergency brake command via the branch line 33, thereby recognizing the emergency brake command and giving priority to the emergency brake control over the normal brake control.

Although not shown, the variable load valve 22 receives an air spring pressure corresponding to the load of the front bogie of the vehicle and an air spring pressure corresponding to the load of the rear bogie, and is proportional to the average value of both pressures. And outputs compressed air at a pressure necessary for operating the emergency brake under the load. The output compressed air is supplied from another air supply reservoir.

The control valve section 23b comprises a three-port three-position switching solenoid valve 34b, a three-port two-position switching emergency solenoid valve 61 and a switching solenoid valve 60, as indicated by the valve symbols in FIG. The three-position switching solenoid valve 34b has two input ports and one output port. The output port of the emergency solenoid valve 61 is connected to one input port, and the switching solenoid valve 60 is connected to the other input port. The output port is connected, and the pressure chamber 62 of the relay valve 24b is connected to the output port. The emergency solenoid valve 61 is configured to connect the emergency brake pressure from the variable load valve 22 to the input port and switch the output port between the input port and the exhaust port. The switching position is a communication position 68 and an exhaust position 69. is there. The switching electromagnetic valve 60 has an input port connected to the air reservoir, and switches the output port between the input port and the exhaust port. The switching position is a communication position 67 and an exhaust position 66. Both the emergency solenoid valve 61 and the switching solenoid valve 60 operate with the brake command pressure control signal of the emergency brake command system, and without the emergency brake command,
The current is present, the emergency solenoid valve 61 is in the exhaust position 69, and the solenoid switching valve 60 is in the communication position 67. With the emergency brake command, there is no current, and the emergency solenoid valve 61 is in the communication position 6
8. The electromagnetic switching valve 60 is in the exhaust position 66.

The relay valve 24b is a simple one that only performs capacity amplification, and has a pressure chamber 62 into which a brake command pressure is input. The command pressure input to the pressure chamber 62 is capacity-amplified and output and supplied to a brake cylinder to perform a braking operation.

This brake device is provided with a brake receiver 21.
When the brake command is not input to the control unit 30 b
The brake command pressure control signal from b is no current and 3
The position electromagnetic switching valve 34b is at the switching position 63, and the brake command pressure control signal of the emergency brake command system is the relay Ry1.
When on and with current, the switching solenoid valve 60 is in the switching position 67 and the emergency solenoid valve 61 is in the exhaust position 69. Therefore, the pressure chamber 62 of the relay valve 24b is in the exhaust state. Therefore, there is no output from the relay valve 24b, and no braking force is applied.

When any of the seven regular brake commands is input to the brake receiver 21b, the brake command pressure control signal from the control unit 30b has a current, and the three-position electromagnetic switching valve 34a is The communication position 65 is reached, the brake command pressure control signal of the emergency brake command system is current when the relay Ry1 is on, and the switching solenoid valve 60 is switched to the switching position 6
7 and the emergency solenoid valve 61 is in the exhaust position 69. Accordingly, air is supplied to the pressure chamber 62 of the relay valve 24b from the air reservoir. When the pressure rises in the pressure chamber 62 and reaches a pressure corresponding to the brake command pressure of the service brake command, the command pressure is detected and fed back by the pressure sensor 25b, and is output from the control unit 30b based on this. The brake command pressure control signal changes to a small current value, and the three-position switching solenoid valve 34b is set to the shut-off position 64. Therefore, a pressure corresponding to the brake command pressure of the service brake command is output to the brake cylinder.

When the service brake command is changed to another one, the air is supplied to the pressure chamber 62 or the air is discharged so that the brake command pressure corresponds to the service brake command. , 3 position switching solenoid valve 3
4b is appropriately switched. As described above, the three-position switching solenoid valve 34b is controlled by the brake pressure control signal corresponding to the service brake command, and the service brake pressure is output from the relay valve 24b.

When an emergency brake command is input to the brake receiver 21b, the output of the output section 31b is turned off, and the three-position switching solenoid valve 34b is switched to the switching position 63.
The emergency brake command system signal does not require any current and the switching solenoid valve 6
0 is the switching position 66, and the emergency solenoid valve 61 is the communicating position. As a result, the emergency brake command pressure is supplied to the pressure chamber 62 of the relay valve 24b, and the relay valve 24b outputs the emergency brake pressure to the brake cylinder. When a gliding occurs during the emergency braking, the controller 30b detects the gliding from the speed signal and controls the three-position switching solenoid valve 34b to supply / discharge the command pressure in the pressure chamber 62 to perform the gliding control during the emergency braking. . In addition, since the sliding control at the time of the service brake is to supply and discharge the command pressure of the pressure chamber 62 which supplies the pressure at the time of the service brake, it can be performed without any problem.

In the brake device of the third embodiment, the emergency solenoid valve 61, which is in the communicating position by the solenoid demagnetization, is provided separately from the three-position switching solenoid valve 34b for the normal brake control and the sliding control. The system can be a separate system from the control circuit for controlling the service brake and the sliding by the three-position switching solenoid valve 34b, whereby the reliability of the emergency braking force operation can be improved. In addition, by providing the emergency solenoid valve 61 which is in the communicating position by the solenoid demagnetization, the emergency braking force can be secured even if the control power supply breaks. Further, in the regular brake control, the emergency brake control, and the sliding control at the time of the regular brake and the emergency brake, since the calculation by the relay valve 24b is not performed, the brake response is excellent. Also, regardless of whether or not the emergency brake command has a current, either the electromagnetic switching valve 60 connected to the supply air reservoir or the emergency electromagnetic valve 61 connected to the response load valve 22 is connected to supply the braking force. Since the position is taken, the braking force can be surely secured.

A fourth embodiment of the present invention will be described with reference to FIGS. FIG. 1 shows a brake device, which is provided, for example, for each axis or for each truck, corresponding to each of the individual VVVF control devices. 21c is a brake receiver, 23c is a control valve, 24c is a relay valve, and 25c is a pressure sensor. This embodiment is different from the above-described first to third embodiments in that a three-position switching valve 34c, which will be described later, is driven by a strong current during emergency brake control and takes a communication position 74.

The brake receiver 21c includes a controller 30c,
It has an output unit 31c, and receives a speed signal for sliding detection and a brake command pressure feedback signal (which is input by the pressure sensor 25c) according to a service brake command input to the control unit 30c and an emergency brake command via the branch line 33. Output) a brake command pressure control signal based on the detected
1c. The brake command pressure control signal is a different signal by changing the current value, and switches a three-position switching solenoid valve 34c described later to a position required for brake command pressure control. The brake command pressure control signal output from the output unit 31c performs service brake control, emergency brake control, and service and emergency sliding control. The line 32 returning to the control unit 30c is a failure confirmation signal line. When either the control unit 30c or the output unit 31c fails, the relays Ry1 and Ry2 are turned off, and the output from the output unit 31c is cut off.
An emergency brake command described later is turned off. Further, a line 70 from the control unit 30c outputs a solenoid drive current for an emergency solenoid valve 71 described later when the control is normal, and is connected to an emergency brake command system line. Thereby, the emergency solenoid valve 71 is connected to the control unit 30c or the output unit 31c.
When a failure occurs, a communication position 75, which will be described later, is reached without a solenoid drive current, and an emergency brake operates.

The emergency brake command is transmitted to the brake receiver 21c.
Another emergency brake command system is formed so as to be output to the emergency solenoid valve 71 of the control valve section 23c through the control valve section 23c. This signal is also a brake command pressure control signal, but the brake command pressure control signal corresponding to the emergency brake command is in a current-off state, and is current-on without an emergency brake command. Therefore, it is an on / off signal. The emergency solenoid valve 71 is kept on by the line 70 even when the emergency brake command is turned off. The control unit 30c receives the emergency brake command through the branch line 33, recognizes the emergency brake command, switches the three-position switching solenoid valve 34c to the communication position 74, and gives priority to the emergency brake control. And output the emergency brake pressure.

Although not shown, the variable load valve 22 receives an air spring pressure corresponding to the load of the front bogie of the vehicle and an air spring pressure corresponding to the load of the rear bogie, and is proportional to the average value of both pressures. And outputs compressed air at a pressure necessary for operating the emergency brake under the load. The output compressed air is supplied from another air supply reservoir.

The control valve section 23c includes a three-port three-position switching solenoid valve 34c and a three-port two-position switching emergency solenoid valve 71, as indicated by valve symbols in FIG. The three-position switching solenoid valve 34c has an input port, an exhaust port, and an output port, and has a pilot portion 77 that is switched by being separately supplied with pilot pressure. The output side of the variable load valve 22 is connected to the input port, and the pressure chamber 62 of the relay valve 24b is connected to the output port.
Is connected to the output port of the emergency solenoid valve 71. The three-position switching solenoid valve 34c includes an exhaust position 72, a shutoff position 73,
It has a switching position of the communication position 74. The switching is performed by the brake command pressure control signal. The exhaust position 72 is set when there is no current, the cutoff position 73 is set when the current value is small, the communication position 74 is set when the current value is large, and the communication position 74 is set when the pilot pressure is input without the current value.

The emergency solenoid valve 71 has a communication position 75 and an exhaust position 76 as switching positions. The input port is connected to the air reservoir, and the output port is connected to the pilot section via the pilot passage 78. I have. This emergency solenoid valve is
Unlike the above-described embodiment, regardless of the presence or absence of the emergency brake command, the exhaust position 76 is attained when the line 70 is on, and when the emergency brake command is present and the line 70 is off, or when both the relay Ry1 and the line 70 are off. Take the communication position when off. The emergency solenoid valve 71 is provided for a compensating brake.

The relay valve 24c is a simple one that performs only capacity amplification, and has a pressure chamber 62 into which a brake command pressure is input. The command pressure input to the pressure chamber 62 is capacity-amplified and output and supplied to a brake cylinder to perform a braking operation.

The brake device is provided with a brake receiver 21.
When the brake command is not input to the control unit 30
The brake command pressure control signal from c is no current and 3
The position electromagnetic switching valve 34c is in the exhaust position 72, and the emergency electromagnetic valve 71 is in the exhaust position 76 without an emergency brake command and with current when the line 70 is on. Therefore, there is no output from the relay valve 24b, and no braking force is applied.

When any one of the seven regular brake commands is input to the brake receiver 21c, the brake command pressure control signal from the control unit 30c has a current, and the three-position electromagnetic switching valve 34c is The communication position 74 is reached, and the pressure chamber 62 of the relay valve 24c is supplied with air from an air reservoir. When the command pressure rises in the pressure chamber 62 and reaches a pressure corresponding to the brake command pressure of the service brake command, the command pressure is detected and fed back by the pressure sensor 25c. The brake command pressure control signal is changed to a small current value, and the three-position electromagnetic switching valve 34c is set to the shut-off position 73. Therefore, a pressure corresponding to the brake command pressure of the service brake command is output to the brake cylinder.

When the service brake command is changed to another one, the air is supplied to the pressure chamber 62 or the air is discharged so that the brake command pressure corresponds to the service brake command. , 3-position electromagnetic switching valve 3
4b is appropriately switched. As described above, the three-position electromagnetic switching valve 34 is controlled by the brake command pressure control signal corresponding to the service brake command.
c to output the normal brake pressure from the relay valve 24c.

When an emergency brake command is input to the brake receiver 21c, the controller 30c
Recognizes this, and switches the three-position electromagnetic switching valve 34c to the communication position. The emergency solenoid valve 71 holds the exhaust position 76 because the line 70 is on. Thereby, the relay valve 2
The emergency brake command pressure is supplied to the pressure chamber 62 of 4c, and the relay valve 24c outputs the emergency brake pressure to the brake cylinder. If a gliding occurs during this emergency braking, the control unit 3
0c detects the gliding from the speed signal and controls the three-position switching solenoid valve 34c to supply / discharge the command pressure in the pressure chamber 62 to perform gliding control during emergency braking. In addition, since the sliding control at the time of the service brake is to supply and discharge the command pressure of the pressure chamber 62 that supplies the pressure at the time of the service brake, it can be similarly performed.

When a failure occurs in the control unit 30c or the output unit 31c of the brake receiving device 21c, the control unit 30c makes a self-determination, turns off the line 70, and turns off the relays Ry1 and Ry2. Thereby, the output unit 31
The output of c is cut off, and the three-position switching solenoid valve 34c assumes the exhaust position 72. However, when the current of the emergency solenoid valve 71 is cut off, the emergency solenoid valve 71 takes the communication position 68, and the pilot pressure is output to the pilot portion 77 of the three-position switching solenoid valve 34c via the pilot passage 78, and the
The position switching solenoid valve 34c is forcibly switched to the communication position 74. As a result, the emergency brake command pressure is supplied to the pressure chamber 62 of the relay valve 24c, and the relay valve 24c outputs the emergency brake pressure to the brake cylinder, thereby ensuring fail-safe operation in the event of an abnormality.

The brake device of the fourth embodiment does not perform calculations at the relay valve 24c in the service brake control, the emergency brake control, and the sliding control during the service brake and the emergency brake, so that the brake response is excellent. I have. In addition, since the three-position switching solenoid valve 34c is a communication position where the brake is stored, the three-position switching solenoid valve 34c is used in service brake control, emergency brake control, and sliding control.
c can be the same control.

In the first to fourth embodiments, the variable load valve 22 is provided for each vehicle.
May be provided for each truck, and the air spring pressure for each truck may be input, the air spring pressure for each truck may be input, and compressed air corresponding to the load for each truck may be output. In this case, the compressed air of the variable load valve 22 is supplied to the brake device belonging to the truck. According to this configuration, the emergency brake command pressure corresponding to the bogie load to which each brake device belongs can be output, so that the controllability of each brake device can be improved. Further, when the brake device is provided for each axis, the emergency solenoid valve of the control valve unit may be provided for each truck, and may be shared by the brake devices belonging to the truck. Further, in the first to fourth embodiments, the control unit of the brake receiving device is provided corresponding to each control valve unit. However, the control unit is common for each vehicle, and the control unit of the wake-up valve unit is used. The configuration may be such that the brake command pressure control signals are respectively calculated and output to output units provided corresponding to the respective sex valves.

[0065]

According to the first aspect of the present invention, the control valve section is constituted by an electromagnetic valve, and the three functions of the service brake control, the emergency brake control and the gliding control are controlled by the control. And the number of command lines can be reduced. According to the second aspect of the present invention, the command system for the service brake control, the gliding control, and the emergency brake control can be provided separately from each other, so that the reliability of the emergency braking force operation can be improved. According to a third aspect of the present invention, the emergency brake command pressure is supplied to the emergency pressure chamber of the relay valve via the emergency solenoid valve during the brake operation, and the predetermined output pressure is supplied by the three-position switching valve during the normal brake control and the sliding control. Is supplied to the decompression chamber of the relay valve to secure a desired braking force, so that the emergency brake command pressure can be secured by the relay valve during the brake operation, and safety can be improved. The invention according to claim 4 performs service brake control and sliding control at the time of service brake by controlling only the service pressure chamber of the relay valve,
The emergency brake control is controlled only by the emergency pressure chamber of the relay valve, and only the sliding control at the time of emergency braking is calculated by the emergency pressure chamber and the subtraction pressure chamber. Further, the operation at the relay valve is not required at the time of emergency brake control, and the brake responsiveness can be improved. According to a fifth aspect of the present invention, the input side of the three-position switching solenoid valve is one of a switching solenoid valve that supplies an output pressure during a service brake and an emergency solenoid valve that outputs an emergency brake command pressure during an emergency brake. Connected to the relay valve to output either the output pressure or the emergency brake command pressure to the relay valve, so that the relay can be relayed in any of the normal brake control, emergency brake control, normal and emergency sliding control. This eliminates the need for computational control at the valve, thereby improving brake response. According to a sixth aspect of the present invention, the brake receiving device outputs a brake command pressure control signal corresponding to a service brake command, an emergency brake command, and gliding control to the three-position switching solenoid valve. Using the emergency brake command pressure from the variable load valve to supply and discharge the relay valve, control the air pressure supplied from the relay valve to the brake cylinder, and apply the brake force according to the brake command pressure control signal Works. When control is abnormal,
The emergency solenoid valve is operated by a brake command pressure control signal different from the brake command pressure control signal from the brake receiver, and air pressure is supplied to the pilot portion of the three-position switching valve.
It is held at the communication position of the position switching solenoid valve. Therefore, the configuration of the brake device can be simplified, and fail-safety during emergency braking can be ensured.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a second embodiment of the present invention.

FIG. 3 is a schematic configuration diagram of a third embodiment of the present invention.

FIG. 4 is a schematic diagram of a control valve section of the embodiment.

FIG. 5 is a schematic configuration diagram of a fourth embodiment of the present invention.

FIG. 6 is a schematic diagram of a control valve section of the embodiment.

FIGS. 7A, 7B, and 7C are conceptual diagrams showing correspondences between different main motors, a VVVF control device, and a brake device.

FIG. 8 is a schematic configuration diagram showing an example of a conventional brake device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 21 Brake receiving device 22 Response load valve 23 Control valve part 24 Relay valve 25 Pressure sensor 30 Control part 31 Output part 34 3 position switching electromagnetic valve 35 Emergency electromagnetic valve 41 Emergency pressure chamber 42 Subtraction pressure chamber 21a Brake receiver 23a Control Valve section 24a Relay valve 25a Pressure sensor 30a Control section 31a Output section 34a 3-position switching solenoid valve 35a Emergency solenoid valve 50 Switching solenoid valve 53 Emergency pressure chamber (for emergency braking) 54 Subtraction pressure chamber (for emergency braking sliding control) 55 Service pressure chamber (service brake, for sliding control during service brake) 21b Brake receiver 23b Control valve unit 24b Relay valve 25b Pressure sensor 30b Control unit 31b Output unit 34b 3 position switching solenoid valve 60 Switching solenoid valve 61 Emergency solenoid valve 62 Pressure chamber 21c Brake receiver 23c Control valve part 24c Relay valve 25 Pressure sensor 30c controller 31c outputs unit 34c 3 position changeover valve 71 very solenoid valve 77 pilot portion 78 pilot passage

──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Katsuharu Takada 5-3-1, Takashi, Takarazuka-shi, Hyogo (72) Inventor Hiroaki Fukushita 102-4 Shoin, Okubocho, Akashi-shi, Hyogo Examiner Kiyoji Yamashita (56) References JP-A-58-110358 (JP, A) JP-A-5-319249 (JP, A) JP-A-2-241866 (JP, A) JP-A-2-2271 (JP, U) JP-A-60 −24664 (JP, U) Actually open 1979-70808 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60T 13/66

Claims (6)

(57) [Claims] 1. A service brake command, an emergency brake command,
A brake command pressure control signal for service brake control, emergency brake control, and sliding control is calculated for each control unit of the main motor based on the speed signal and the service brake command pressure feedback signal, and the brake capacity output for each control unit. Vessels,
A load-response valve that is provided corresponding to the vehicle or the trolley and outputs an emergency brake command pressure according to the load of the vehicle or the trolley,
A relay valve for supplying a brake pressure whose capacity has been amplified based on an output pressure from a control valve unit to a corresponding brake cylinder, and a relay valve corresponding to the load control valve and the relay valve corresponding to each control unit of the main motor. The brake command pressure control signal is provided to output a pressure for performing a normal brake control, an emergency brake control, and a sliding control at the time of braking using the emergency brake command pressure of the response load valve for at least a part of the control. And a control valve unit constituted by a solenoid valve configured to turn off the exciting current when a brake command pressure control signal corresponding to the emergency brake command is input and to output only the emergency brake command pressure to the relay valve. A braking device comprising: 2. The brake device according to claim 1, wherein the control valve portion switches to a communication state, a cutoff state, and a relay valve side exhaust state according to a brake command pressure control signal output from the brake receiving device. And a three-position switching solenoid valve for outputting the supplied air pressure as a pressure for performing a normal brake control and a sliding control at the time of braking, and an emergency brake command pressure of the response load valve by a brake command pressure control signal corresponding to the emergency brake command separately. And an emergency solenoid valve configured to exhaust the relay valve when there is no brake command pressure control signal corresponding to the emergency brake command. 3. The brake device according to claim 2, wherein the relay valve receives an emergency brake command pressure and outputs an emergency brake pressure to a brake cylinder, and outputs the pressure of the emergency pressure chamber to an input pressure. The emergency solenoid valve has an additional subtraction chamber, and the emergency solenoid valve supplies the emergency brake command pressure to the emergency pressure chamber of the relay valve during the operation of the emergency brake and the service brake. The brake receiving device is configured to output the output pressure of the three-position switching solenoid valve of the control valve unit to the subtraction chamber, and the service brake pressure output to the brake cylinder is controlled by the pressure. A brake device provided with a command pressure obtained by subtracting the pressure of the subtraction chamber from the pressure of the chamber. 4. The brake device according to claim 2, wherein the relay valve receives an emergency brake command pressure and outputs an emergency brake pressure, and the command pressure of the emergency pressure chamber is another input command. The emergency solenoid valve is configured to include a subtraction chamber for subtracting pressure and a service pressure chamber in which a service brake command pressure is input and a relay valve outputs service brake pressure. The exhaust state is set when there is no corresponding brake command pressure control signal. The output side of the three-position switching solenoid valve is switched to the working pressure chamber and the subtraction pressure chamber, and the chamber not connected is exhausted. A switching solenoid valve is provided, and the working pressure chamber is switched to an exhaust state and the subtraction pressure chamber is switched to a connected state by a brake command pressure control signal corresponding to an emergency brake command. Brake device configured as follows. 5. The brake device according to claim 2, wherein the relay valve is of a simple capacity amplification type, and a state of exhaust from a connection position connected to a supply air reservoir by a brake command pressure control signal corresponding to an emergency brake command. A switching solenoid valve configured to switch and connect to the exhaust position is provided, the output side of the three-position switching solenoid valve is connected to the relay valve, and the output side of the emergency solenoid valve and the switching solenoid valve are connected to the input side. A brake device having an output side connected thereto and configured to output a service brake command pressure based on a pressure from the air reservoir. 6. A service brake command, an emergency brake command,
A brake receiving device that calculates a brake command pressure control signal that performs service brake control, emergency brake control, and sliding control based on the speed signal and the service brake command pressure feedback signal for each control unit of the main motor, and outputs the signal for each control unit. And a load-response valve which is provided corresponding to the vehicle or the trolley and outputs an emergency brake command pressure corresponding to the load of the vehicle or the trolley; A relay valve to be supplied to a corresponding brake cylinder, and communication, shut-off, and relay valve side exhaust provided by a brake command pressure control signal provided for each control unit of the main motor and output from the brake receiver when the control is normal. The emergency brake pressure supplied from the response load valve is switched to each of the following states, and the normal brake control, the emergency brake control, and the sliding control during braking are performed. A three-position switching solenoid valve configured to output a brake command pressure, a pilot unit provided in the three-position switching solenoid valve to be supplied with air pressure and set to the communication position, and separately output from the brake receiving device when control is abnormal. And a control valve unit having an emergency solenoid valve that supplies air pressure to the pilot unit according to a brake command pressure control signal.