JPH118906A - Brake controller for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake controller for a rolling stock which uses complementary fluid braking devices as less frequently as possible, even if part of motors of an electric braking device are cut out of control. SOLUTION: This device controls the electric braking power of an electric braking device 4, based on a braking power command signal and outputs the shortage of actual electric braking power against the braking power command signal to complementary fluid braking devices 5, 6 through a braking controlling section 7 and controls motors 3 which receive the electric braking power, with motors about one shaft or one truck treated as one unit. This device is also provided with a cutouts recognizing section 11 for recognizing the number of units, to which a motor having a trouble belong and a compensating braking power calculating section 10 which calculates a compensating braking power command signal, which is an enlarged signal of the braking power command signal, according to a number-of-cutouts signal from the cutouts-recognizing section 11 and then outputs the signal to the electric braking device 4.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control device for a railway vehicle, and more particularly to a brake control device for a railway vehicle provided with an electric brake device and a supplementary fluid brake device.

[0002]

2. Description of the Related Art Conventionally, a knitting braking force (total knitting force of a knitted vehicle) is adjusted for an entire knitting vehicle composed of a motor vehicle having an electric brake device and an air brake device and a trailer vehicle having an air brake device. In the railway vehicle brake control device, the knitting braking force is mainly provided by the electric brake device of the motor vehicle, and if the electric braking device cannot cover the knitting braking force, the air brakes of the motor vehicle and the trailer vehicle are provided. It is known to make up for the lack of braking force in the device.

[0003] In this case, by using an air brake device together with an axle of a motor vehicle provided with an electric brake device, the braking force on the axle is prevented from becoming excessive. A so-called delay control is known in which the shortage of the knitting braking force is compensated for by a pneumatic brake device of the motor vehicle and then compensated (for example, see Japanese Patent Publication No. 5-19369). Conventionally, the electric brake device controls a plurality of electric motors of a motor vehicle collectively. In recent years, however, it has been possible to improve the efficiency by enabling control on a wheel axle basis or to improve the effect of failure. In order to reduce the number of motors, a plurality of electric motors are individually dispersed and controlled for each axle or for each axle belonging to each bogie (for example, JP-A-5-276606).

[0004]

However, in the above-mentioned brake control device provided with the individual decentralized type electric brake device, a failure or the like occurs in some of the electric motors and their control parts, and the electric brake device is not used. When the electric motor is cut out, that is, when the control is cut off, the braking force as the electric brake device decreases accordingly, so that the air brake device is frequently used and the brake shoes of the air brake device are worn heavily. As a result, there is a problem that the life of the brake shoe is shortened.

[0005]

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and is intended to provide an air brake device as a supplementary fluid brake device even if a part of an electric motor in an electric brake device becomes unusable. It is an object of the present invention to provide a railway vehicle brake control device that can be used less frequently.

Therefore, a railway vehicle brake control device according to a first aspect of the present invention receives a brake command, calculates a brake force command signal, and controls the electric braking force of the electric brake device based on the brake force command signal. A brake control unit that outputs a deficiency of the actual electric braking force with respect to the braking force command signal to a supplementary fluid braking device, wherein the electric braking device includes a plurality of electric motors that obtain the electric braking force, each axle. In a railway vehicle brake control device that controls each unit or each truck unit, the brake control unit detects that the electric brake device has interrupted control of a unit to which an abnormal motor belongs. From the cutout number recognition unit that recognizes the number of units that were cut off According to the cut-out number signal, when none of the units are shut off, the brake force command signal is output as it is to the electric brake device as a compensating brake force command signal, while when any unit is shut off, A compensating brake force calculating unit for calculating a compensating brake force command signal obtained by increasing the brake force command signal in accordance with the number of cutouts and outputting the signal to the electric brake device; It is characterized in that an electric braking force is generated in response to a signal.

According to the above configuration, in the event that any one of the units is interrupted (cut out) by the brake control device due to a failure of the electric motor or the like, the compensation brake force calculation unit performs the operation according to the number of cut outs. Since the compensated braking force command signal obtained by increasing the braking force command signal is output to the electric brake device, the motor of the unit whose control has not been interrupted is controlled within a predetermined limit according to the increased compensated braking force command signal. As a result, even if a cutout occurs, it is not necessary to supplement the braking force with the supplementary fluid braking device, or the braking force to be compensated becomes smaller than before.

According to a second aspect of the present invention, there is provided a brake control device for a railway vehicle according to the first aspect, wherein the compensation brake force command signal is (the total number of units of the electric brake device) / [(the total number of units of the electric brake device). − (Number of interrupted units)] is calculated as an integrated value obtained by integrating the value of the braking force command signal. As a result, the electric braking force of the electric motor in the remaining units is increased at an appropriate rate according to the number of cut-out units, and the same braking force as in the case where no cut-out occurs in the entire electric braking device. Can be.

According to a third aspect of the present invention, in the configuration of the second aspect, the compensating brake force calculating unit may be configured such that all the units of the electric brake device are cut off by the cutout recognizing unit. When detected, the output of the compensation brake force command signal to the electric brake device is prohibited.

According to a fourth aspect of the present invention, there is provided a brake control device for a railway vehicle according to the first or second aspect, wherein the compensating brake force calculating section is provided with an adhesive limiter for defining a maximum braking force applied to each axle. When the compensation brake force command signal exceeds the limit value of the adhesive limiter, the compensation brake force command signal for the electric brake device is limited.

That is, if the compensating braking force command signal for the electric brake device becomes excessive, a braking force exceeding the adhesion limit of the wheel is applied, and there is a problem that the wheel slides on the rail, so that the adhesion limit is not exceeded. The maximum braking force in the range is defined by an adhesive limiter.

According to a fifth aspect of the present invention, in the configuration of the fourth aspect, when the compensating brake force command signal for the electric brake device rises beyond the limit value, the adhesive fluid limiter is configured to perform the supplementary fluid control. The present invention is characterized in that a compensation brake force command signal for the electric brake device is reduced according to a supplementary amount of the brake force by the brake device.

That is, if the braking force is provided only by the electric braking device, the braking force of the electric braking device may be equal to or less than the limit value of the adhesive limiter. On the other hand, when the electric brake device and the supplementary fluid brake device mounted on the same axle are used in combination, the sum of the braking forces of these two brake devices needs to be equal to or less than the limit value. Therefore, excessive braking force is prevented by reducing the compensation braking force command signal for the electric brake device in accordance with the amount of braking force supplemented to the supplementary fluid braking device.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG.
One or more motor vehicles (M vehicles) including the motor vehicle M1,
One or more trailer vehicles (T vehicle) including the trailer vehicle T1
And are connected. For example, a brake command device 1 is provided in the leading vehicle, and a brake command line 2 for transmitting a brake command B1 output from the brake command device 1 to each vehicle is passed between the vehicles. Since each motor vehicle and each trailer vehicle have the same configuration, the motor vehicle M1 and the trailer vehicle T1 will be described below.

The motor vehicle M1 is provided with a plurality of, for example, four axles (not shown), each driven by an individual electric motor 3, and each electric motor 3 is connected to an electric brake device 4. The electric brake device 4 is provided for each electric motor 3
Is used as one unit, and the electric braking force of the four electric motors 3 is individually controlled for each axle.
In the present embodiment, since the number of units is equal to the number of motors 3, only the number of motors 3 will be discussed below for simplicity.

Each axle of the motor vehicle M1 is further provided with an unillustrated operating portion (a brake cylinder, a brake shoe, etc.) of the M vehicle air brake device 5 (supplementary fluid brake device). The same braking force can be simultaneously applied to each axle of the motor vehicle M1. On the other hand, the trailer car T1 is provided with a T-vehicle air brake device 6 (supplementary fluid brake device), which can apply a braking force from the T-car air brake device 6 to each axle (not shown) of the trailer vehicle T1. I can do it.

The brake control device for a railway vehicle includes a brake control unit 7, and the brake control unit 7
1 is provided. The brake control unit 7 controls the electric brake device 4 and the M vehicle air brake device 5 of the motor vehicle M1 and the trailer vehicle T1 based on the brake command B1.
The control of the T-car air brake device 6 is performed. The T-vehicle air brake device 6 of another trailer vehicle is controlled by a brake control unit 7 of another motor vehicle adjacent thereto.

The brake control unit 7 receives the brake command B
1 and a braking force calculation unit 8 that calculates a braking force command signal B2 in consideration of the load based on the load signal L corresponding to the load of the motor vehicle M1 and the trailer vehicle T1 input from an air suspension or the like (not shown). It has.

When a part of the electric motor 3 fails and the control by the electric brake device 4 is interrupted, the brake control unit 7 calculates a compensation brake force command signal B4 which increases the brake force command signal B2. Electric brake device 4
And a cutout number recognizing unit 1 for recognizing the number of electric motors 3 whose control by the electric brake device 4 has been interrupted, that is, the number of cutouts.
1 and a supplementary braking force calculation unit 12 that calculates the shortage of the electric braking force by the electric brake device 4 and outputs the shortage to the air brake devices 5 and 6 of the motor vehicle M1 and / or the trailer vehicle T1. ing.

As shown in FIG. 2, the compensating brake force calculating unit 10 includes a changeover switch 13 that switches between five contacts 14a to 14e in accordance with a cutout number signal C from a cutout number recognition unit 11. Four contacts 14a
The brake force command signal B2 input from
Amplifiers 15a to 15d each of which amplifies at a predetermined amplification rate and outputs the compensation brake force command signal B3 to the adhesion limiter 16, and the compensation brake force command signal B3
The electric brake device 4
And an adhesive limiter 16 for limiting the compensating brake force command signal B4.

The contact 14a is selected when the cutout number is "0", that is, when the motor 3 is operating normally without any interruption, and the amplification factor of the amplifier 15a corresponding to the contact 14a is 1 time. It is. That is, when the cutout number is “0”, the braking force command signal B2 is output to the adhesion limiter 16 as the compensation braking force command signal B3 as it is.

The contacts 14b to 14d are selected when the number of cutouts is "1" to "3", and the amplification factors of the corresponding amplifiers 15b to 15d are (4 /
3) 2 times, 4 times. That is, some motors 3
Is interrupted, the compensation brake force command signal B3 in which the brake force command signal B2 is increased in accordance with the number of cutouts is output to the adhesive limiter 16 in order to compensate for this with the electric braking force of the remaining electric motor 3. You.

For example, when the number of cutouts is “1”,
In order to obtain the same electric braking force as the four motors 3 with the three motors 3, the braking force command signal B2 is set to (4/3)
The compensated braking force command signal B3, which is doubled, is output to the adhesion limiter 16. The contact 14e is selected when the cutout is "4", that is, when all the electric motors 3 are cut off. At this time, the compensation brake force command signal B3 is not output to the adhesive limiter 16.

The adhesive limiter 16 converts the braking force into a deceleration of the vehicle, and for example, a gravitational acceleration of 9.8 m / s
^The braking force corresponding to a deceleration of 5.25 ((km / h) / s) corresponding to about 15% of ² = 35.28 ((km / h) / s) is set as a limit value. When the braking force corresponding to the compensation brake force command signal B3 is equal to or less than the limit value, the adhesion limiter 16 outputs the compensation brake force command signal B3 to the electric brake device 4 as it is as the compensation brake force command signal B4. On the other hand, when the braking force corresponding to the compensation brake force command signal B3 exceeds the limit value, a value corresponding to the limit value is output to the electric brake device 4 as the compensation brake force command signal B4. .

The electric brake device 4 is provided in correspondence with the main control unit 17 for controlling the entire electric brake device 4 and the individual electric motors 3. Each electric motor 3 is controlled based on a command from the main control unit 17. An individual control unit 18 for controlling the electric braking force, a detecting unit 20 provided corresponding to each electric motor 3 and detecting an actual electric braking force in each electric motor 3,
An adder 21 is provided for adding detection signals from the respective detection means 20 and outputting an electric braking force signal B5 corresponding to an actual electric braking force to the supplementary braking force calculation unit 12 in the brake control unit 7. .

The main controller 17 includes the adhesive limiter 1
6, the compensating brake force command signal B4 is input, and a value obtained by dividing the electric braking force indicated by the compensating brake force command signal B4 into four equal parts is sent to each individual control unit 18, and the individual control unit 18 It controls the electric braking force of each electric motor 3. Further, the individual control unit 18 sends a shut-off signal to the main control unit 17 when the control is interrupted due to the failure of the corresponding motor 3 due to a failure or the like and the main control unit 17 sends the shut-off signal to the brake control unit. 7 is transferred to the cutout number recognition unit 11. The cutout number recognizing unit 11 recognizes the cutout number based on this.

The supplementary braking force calculation unit 12 receives the braking force command signal B2 in consideration of the load from the braking force calculation unit 8 and inputs the supplementary braking force calculation unit 1.
2 compares the required braking force corresponding to the braking force command signal B2 with the actual electric braking force obtained from the electric braking force signal B5 input from the adder 21, and If it is smaller than the braking force, the supplementary air braking force command signals B6 and / or B7 corresponding to the insufficient supplementary air braking force are sent to
Output is provided to the M vehicle air brake device 5 and / or the T vehicle air brake device 6.

The supplementary air braking force is determined by the motor vehicle M1.
And the air brake devices 5 and 6 of the trailer car T1 may be equally obtained. However, in order to effectively prevent the wheels from sliding in the motor car M1, the supplementary air brake force is applied to the T car air brake apparatus 6 It is more preferable to use the M-vehicle air brake device 5 together, that is, the so-called delaying method only when the supplementary air braking force required by the T-vehicle air brake device 6 cannot be obtained.

Next, an example of actual control of the braking force will be described with reference to the graph of FIG. The horizontal axis in FIG. 3 shows the brake command B1 input to the braking force calculation unit 8 of the brake control unit 7, which is output in eight stages from "0" to "7". The vertical axis represents the electric braking force obtained per one normally operating electric motor 3 in the electric brake device 4 of the motor vehicle M1 by the deceleration of the vehicle ((km / km).
h) / s). As described above, as the limit value of the adhesive limiter 16, for example, a braking force corresponding to a deceleration of 5.25 ((km / h) / s) is set.

The solid line I in FIG. 3 indicates that the cutout number is “0”, that is, the four motors 3 of the electric brake device 4.
Command B when all are operating normally
1 shows the relationship between 1 and the electric braking force per motor 3 (equivalent value of deceleration). In this case, the magnitude of the electric braking force per electric motor 3 corresponding to the maximum value “7” of the brake command B1 is 3.5 ((km /
h) / s).
Is smaller than 5.25 ((km / h) / s), all of the necessary braking force is covered by the electric braking force.

When the cutout number is "0", the changeover switch 13 shown in FIG. 2 is connected to the contact 14a, and the brake force command signal B2 is output as it is to the adhesive limiter 16 as the compensation brake force command signal B3. The compensation brake force command signal B3 is output to the electric brake device 4 as a compensation brake force command signal B4 as it is.

Next, the number of cutouts is "1", that is,
When any one of the electric motors 3 of the electric brake device 4 becomes unusable due to a failure or the like and the control is interrupted, the changeover switch 13 in FIG. 14b,
The amplifier 15b changes the braking force command signal B2 to (4 /
3) It is doubled and the increased compensation brake force command signal B3 is input to the adhesion limiter 16.

When the cutout number is "0", the magnitude of the electric braking force per motor 3 corresponding to the maximum value "7" of the brake command B1 is 3 decelerations as described above. .5 ((km / h) / s), and when the cutout number is "1", that is, when the total electric braking force is obtained by the three electric motors 3, the maximum value of the braking force command signal B1 is " 7 ", one motor 3
It is necessary to exert an electric braking force equivalent to a deceleration of 3.5 × (4/3) ≒ 4.67 ((km / h) / s).

Since this value is smaller than the limit value 5.25 ((km / h) / s) of the adhesive limiter 16, even if the cutout is "1", the necessary braking force can be covered only by the electric braking force. Become. In this case, the brake command B
The relationship between 1 and the electric braking force (deceleration) per one normal motor 3 is as shown by the dashed line II in FIG.

When the cut-out number is "1", the value of the compensation brake force command signal B3 is output as it is from the adhesion limiter 16 as the compensation brake force command signal B4, and the main control unit 17 multiplies it by (4/3). It receives the increased compensation brake force command signal B4, divides it into four, and outputs it to each individual control unit 18. As a result, the three individual control units 18 that have not interrupted the control each increase the electric braking force in the corresponding electric motor 3 by (4/3) times.

Next, the number of cutouts is "2", that is,
When the two electric motors 3 of the motor vehicle M1 are disconnected from the control and the electric braking force is obtained only by the remaining two electric motors 3, the maximum value of the brake command B1 is "7". 5 × (4/2) = 7.0 ((km / h)
/ S), it is necessary to obtain an electric braking force equivalent to a deceleration of This value is the limit value of the adhesive limiter 16 of 5.25.
((Km / h) / s), it is impossible to brake only by the electric brake device 4 in the high brake range,
Supplementary air braking force is required.

That is, when the cutout number is "2", the relationship between the brake command B1 and the normal electric braking force per one electric motor 3 is as shown by the two-dot chain line III and the dotted line IV in FIG. However, the brake command B1 is "0".
In the range from "5" to "5", since the electric braking force per one electric motor 3 is equal to or less than the limit value as indicated by the two-dot chain line III, the wheels do not stick, and braking can be performed only by the electric braking device 4. .

On the other hand, when the brake command B1 is "6" or "7", if the required braking force is to be covered only by the electric braking force, the limit value is exceeded as indicated by the dotted line IV. Power is needed. Here, for simplicity, a case is considered in which only the supplementary air braking force of the M vehicle air brake device 5 is used. This M
The supplementary air braking force of the vehicle air brake device 5 is equally applied to the four axles of the motor vehicle M1, and therefore acts on the connected axle of the normally operating motor 3, so that the normal motor 3 In the connected axle, the total value of the electric braking force and the supplementary air braking force needs to be equal to or less than the limit value.

Therefore, in the high brake range corresponding to "6" and "7" of the brake command B1 in which the M-vehicle air brake device 5 operates, as shown by the two-dot chain line V in FIG.
While reducing the electric braking force per motor 3, it is necessary to increase the supplementary air braking force with decreasing electric braking force, as shown by the dotted line VI.

In this case, the normal electric braking force per electric motor 3 corresponding to the maximum value "7" of the brake command B1 is large corresponding to the deceleration of 3.5 ((km / h) / s). And the supplementary air braking force per axle is 1.75 ((km
/ H) / s), corresponding to a deceleration of 5.25 ((km / h) / s) of 5.25 ((km / h) / s) which is equal to the limit value in total for the axle to which the normal motor 3 is connected. A braking force corresponding to the deceleration will act.

On the other hand, the braking force of the entire motor car M1 is 3.5 × 2 + 1.75 × 4 = 14.0 ((km / km
h) / s), which is a value equivalent to the deceleration of 3.5 × 4 in the case where the cutout number is “0”, that is, when the total braking force is obtained only by the electric braking force of the four electric motors 3. = 14.0 ((km / h) / s).

A description of the case where the number of cutouts is "3" is omitted, but the range is wider than when the number of cutouts is "2", that is, the brake command B1 is "3".
In the above range, the supplementary air braking force by the air brake devices 5 and 6 is required. Further, when the cutout number is “4”, that is, when all the electric motors 3 are interrupted due to a failure or the like, as described above, the electric brake device 4 is not controlled, and only the air brake devices 5 and 6 are used. The required braking force will be obtained.

As described above, as supplementary air braking force when the electric braking force is insufficient, the air braking devices 5 and 6 for the M car and the T car are used rather than using only the M car air braking apparatus 5 as described above. It is more common to use a combination of the two or use only the T-car air brake device 6. For example,
When the air brake devices 5 and 6 of the M car and the T car are used in combination as the supplementary air braking force, the rate of decrease of the electric braking force in the high braking range can be made gentler than the rate indicated by the two-dot chain line V in FIG. If only the T-car air brake device 6 is used as the supplementary air brake force, control can be performed so that the electric brake force remains at the above-mentioned limit value in the high brake range.

In the above embodiment, the air brake devices 5 and 6 are used as supplementary fluid brake devices. However, as the supplementary fluid brake device, for example, another fluid brake device such as a hydraulic brake device may be used. it can. Further, in the above embodiment, the electric brake device 4 individually controls the plurality of electric motors 3 one by one for each axle. However, for example, a plurality of electric motors 3 installed on one bogie, for example, Alternatively, the two electric motors 3 may be regarded as one unit and controlled for each unit.

[0045]

According to a first aspect of the present invention, a brake control device for a railway vehicle receives a brake command, calculates a brake force command signal, and controls the electric braking force of the electric brake device based on the brake force command signal. A brake control unit that outputs a deficiency of the actual electric braking force with respect to the braking force command signal to a supplementary fluid braking device, wherein the electric braking device includes a plurality of electric motors that obtain the electric braking force, each axle. In a railway vehicle brake control device that controls each unit or each truck unit, the brake control unit detects that the electric brake device has interrupted control of a unit to which an abnormal motor belongs. And a cutout number recognition unit that recognizes the number of units that were cut off, and cuts from this cutout number recognition unit. In response to the out signal, when none of the units are shut off, the brake force command signal is output as it is to the electric brake device as a compensating brake force command signal. A compensating braking force calculation unit for calculating a compensating braking force command signal in which the braking force command signal is increased in accordance with the number of cut-outs and outputting the compensation braking force command signal to the electric brake device; In the event that any of the units is interrupted (cut out) by the brake control device due to a failure of the electric motor or the like, the compensation braking force calculation unit The braking force command signal obtained by increasing the braking force command signal in accordance with the number of cutouts is supplied to the electric brake device. Therefore, the motor of the unit not interrupted increases the electric braking force within a predetermined limit in accordance with the compensation braking force command signal. It is not necessary to supplement the braking force with the fluid brake device, or the braking force to be compensated becomes smaller than before. Thus, wear of the brake shoes can be reduced, and the life of the supplementary fluid brake device can be extended.

According to a second aspect of the present invention, there is provided the brake control device for a railway vehicle according to the first aspect, wherein the compensation brake force command signal is (the total number of units of the electric brake device) / [(the total number of units of the electric brake device). − (Number of interrupted units)] is calculated as an integrated value obtained by integrating the value of the braking force command signal. As a result, the electric braking force of the electric motor in the remaining units is increased at an appropriate rate according to the number of cut-out units, and the same braking force as in the case where no cut-out occurs in the entire electric braking device. Can be.

According to a third aspect of the present invention, in the brake control apparatus for a railway vehicle according to the second aspect of the present invention, the compensating brake force calculating unit may determine that all the units of the electric brake device are cut off by the cutout recognizing unit. When it is detected, the output of the compensation brake force command signal to the electric brake device is prohibited, so when all the units of the electric brake device are shut off, the brake force command signal is applied only to the supplementary fluid brake device. The braking force is sent by the supplementary fluid brake device, and the trouble of calculating the shortage of the actual electric braking force with respect to the braking force command signal can be omitted, thereby avoiding complicated control. There are advantages that can be done.

According to a fourth aspect of the present invention, there is provided the brake control device for a railway vehicle according to the first or second aspect, wherein the compensation brake force calculation unit is provided with an adhesive limiter for defining a maximum brake force applied to each axle. When the compensation brake force command signal exceeds the limit value of the adhesive limiter, the compensation brake force command signal for the electric brake device is limited, so that the compensation brake force command signal for the electric brake device becomes excessive. As a result, a braking force exceeding the wheel adhesion limit is applied,
It is possible to prevent a problem that the wheel slides on the rail.

According to a fifth aspect of the present invention, in the configuration of the fourth aspect, when the compensation brake force command signal for the electric brake device rises beyond the limit value, the adhesive fluid limiter is configured to perform the supplementary fluid control. Since the compensation brake force command signal for the electric brake device is reduced according to the supplementary amount of the braking force by the brake device, even when the electric brake device provided on the same axle and the supplementary fluid brake device are used together, By setting the sum of the braking forces of these two brake devices to be equal to or less than the limit value, it is possible to prevent the wheels from sliding on the rails due to the sticking of the wheels.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing a railway vehicle brake control device according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a compensation braking force calculation unit in the brake control device.

FIG. 3 is a graph showing a relationship between a brake force command signal in the brake control device and a normal electric brake force (a deceleration equivalent value) per one electric motor.

[Explanation of symbols]

 Reference Signs List 3 Electric motor 4 Electric brake device 5 Medium vehicle air brake device (supplementary fluid brake device) 6 T vehicle air brake device (supplementary fluid brake device) 7 Brake control unit 10 Compensation brake force calculation unit 11 Cutout number recognition unit 16 Adhesion limiter

Claims (5)

[Claims] A brake force command signal is calculated in response to a brake command, an electric brake force of an electric brake device is controlled based on the brake force command signal, and an actual electric brake force corresponding to the brake force command signal is calculated. A brake control unit that outputs a shortage to a supplementary fluid brake device, wherein the electric brake device controls a plurality of electric motors that obtain the electric braking force for each axle unit or each bogie unit; In the vehicle brake control device, the brake control unit includes a cutout number recognition unit that detects that the electric brake device has interrupted the control of the unit to which the abnormal motor belongs and recognizes the number of interrupted units. Any unit is cut off according to the cutout number signal from the cutout number recognition unit. When not present, the brake force command signal is output as it is to the electric brake device as a compensating brake force command signal, while when any unit is shut off, the brake force command signal is increased according to the number of cutouts. A compensating braking force calculation unit for calculating a compensating braking force command signal and outputting the signal to the electric brake device, wherein the electric braking device generates an electric braking force in accordance with the compensating braking force command signal. A brake control device for railway vehicles. 2. The braking force command signal according to claim 1, wherein the compensation braking force command signal has a value of (the total number of units of the electric brake device) / [(the total number of units of the electric brake device)-(the number of interrupted units)]. The brake control device for a railway vehicle according to claim 1, wherein the integrated value is calculated as an integrated value obtained by integrating 3. The compensation brake force calculation unit outputs a compensation brake force command signal to the electric brake device when the cutout recognition unit detects that all units of the electric brake device are shut off. 3. The brake control device for a railway vehicle according to claim 2, wherein the control is prohibited. 4. The compensation brake force calculation unit is provided with an adhesive limiter for defining a maximum braking force applied to each axle, and when the compensation brake force command signal exceeds a limit value of the adhesion limiter, 3. The brake control device for a railway vehicle according to claim 1, wherein a compensation brake force command signal for the electric brake device is limited. 5. The compensation limiter for an electric brake device according to a supplementary amount of a braking force by the supplementary fluid brake device when a compensation brake force command signal for the electric brake device rises beyond the limit value. The brake control device for a railway vehicle according to claim 4, wherein the force command signal is reduced.