JPS59216760A - Brake control method for rolling stock - Google Patents

Abstract

PURPOSE:To early prevent slippage of an inverter-controlled trolley car, by a method wherein, when the electric brake rate of a motor car is reduced to below 100% irrespective of the intensity of a composition damping force instructing signal, the composite damping force of a motor car is immediately reduced. CONSTITUTION:Diodes 14 and 15 are located in the electric control circuts of fluid brake devices 7t and 7m. The diodes 14 and 15, when the output of computers 12 and 13 are positive, output them as they are, and when the outputs of the computers 12 and 13 are below 0, the diodes output 0. When the component of a coach M of a composition damping force instruction signal F from a composition brake instructing device 2 is below an electric brake force equivalent G, F-G is outputted as the brake force instructing signal of a fluid brake 7t of coach T, and O is outputted as the instrution signal of a fluid brake 7m of a coarch M. When the component of the coach M of a signal F exceeds the signal G, a coach T allotment of the signal F is outputted as the instruction signal of the coach T, and a difference between the coach M allotment of the signal F and the signal G is outputted as the instructing signal of the coach M.

Description

DETAILED DESCRIPTION OF THE INVENTION When braking a vehicle consisting of a motorized vehicle and a trailer vehicle, if there is a shortage of in-center brake force relative to the commanded brake force, the fluid brake force can be used to compensate for the insufficiency. The present invention relates to a brake control method for a railway vehicle that is compensated for by the following methods.

General delay control in this type of brake splitting method is disclosed as a prior art in Japanese Patent Application Laid-Open No. 110404/1983, when the train set braking force is less than the maximum adhesion braking force of the motor car, the motor The ton bears the entire braking force of the heavy vehicles in the formation, and when the brake force in the formation is greater than the maximum adhesive braking force, the motor car maintains the maximum adhesive braking force, and the 2nd tray car bears the shortfall with fluid braking force. However, it makes maximum use of the electric braking force of the motor.

However, in the above-mentioned general brake control method, when the electric brake is disabled due to overhead line AI pressure or regenerative no load, etc., and the entire brake force is borne by the fluid brake force, the motor car is forced to release the fluid for the electric brake seat. Since the braking force will be borne and the trailering will occur, if the mnZ brake force is around the maximum, the difference between the motor vehicle and the trailer vehicle will be
The AI B brake force burden of 4jj is the most important,
1.1. Brake seams for motor vehicles. The wear and tear is significant compared to that of a trailer vehicle, and the brake shoe replacement cycles for motor vehicles and trailer vehicles do not match, leading to maintenance problems.

In this case, as disclosed as an invention in Japanese Patent Application Laid-Open No. 56-110404, when the electric brake is effective ((k), the electric braking force of the motor is utilized to the maximum, and when the electric brake is disabled, the motor vehicle and the trailer vehicle are A brake control method has been proposed in which a fluid brake force is distributed to each of
This will be explained below based on Figure J3.

Figure 1 shows a device to which the conventional method is applied, and a motor vehicle (hereinafter referred to as M vehicle) and a trailer vehicle (hereinafter referred to as T vehicle) each have a fluid brake device (hereinafter referred to as flow side device).
7m, 7t, these flow p+1 equipment 7m
, 7 t Itj electric-fluid pressure conversion valve EP and relay valve R
It consists of V and a brake cylinder Be.

The formation brake force command signal F (hereinafter referred to as formation braking force command signal F) from the formation brake force command device 2 (hereinafter referred to as formation braking force command 3) and the positive input side of the arithmetic unit 30, and the electric brake force command unit 3 has limiter characteristics. That is, the formation braking force command signal F is the maximum adhesion braking force etc. signal H (hereinafter referred to as maximum adhesion braking force etc. 11
15 signal H), the electric brake force command signal E (hereinafter referred to as electric brake force command signal E), which is the output of the restraint force command 43, is E=F, and the formation jtill power command signal F is When the maximum adhesive braking force equivalent signal is 8 or more, the electric braking force command signal E is K=H.

Based on this electric brake force command signal E, the electric brake device t
4 (hereinafter referred to as %;fill device〆t4) operates, and the electric brake force equivalent signal G (hereinafter referred to as electric brake force command signal) corresponds to the actual brake force (hereinafter referred to as electric brake force). G) is transmitted to the negative input terminal of the arithmetic unit 30 and the positive input side of the arithmetic unit 31.

The arithmetic unit 30 calculates the electric braking force etc. 1 music signal G by 7 times from the biased Hq11 power command signal F, and calculates the result (F-a) as M4i.
It is transmitted to the setting device 5m and T weight setting device 5t.

T car setting revision 5tld11: (F'-G)XT/(M+T
)] and transmits this T vehicle allocation to the positive input terminal of the arithmetic unit 32. On the other hand, the M\L setting device 5m is ((F-
G ) X +', "(λi+T))"
, II car distribution to the positive input sides of input units 31 and 33. However, in the explanation of the internal setting devices 5t and 5m, M is the weight of the M car, and the weight of Ti-1:T@, which is generally (M)T).

Does the arithmetic unit 31 generate an equal image signal for the negative human power jlil?
The maximum adhesion braking force equivalent signal H from ÷34 is transmitted and υ, (C)+'(F-a) X M/ (M+T
) -H] is transmitted to the diode 35.

When the output of the arithmetic unit 31 is positive, this diode 35 directly connects the output to the positive input side of the arithmetic unit 32 and the arithmetic unit 'Q'.
When the output of the arithmetic unit 31 is less than 0, the output is set as O and 0 is transmitted to the arithmetic unit 32 and 33.

The arithmetic unit 33 subtracts the output of the diode 35 from the M car distribution, which is the output of the M car setter 5m, and transmits the result to the M car flow dividing device 7m via the M car amplifier 6m.

Similarly, performance! The f unit 32 adds the output of the diode 35 to the T-car distribution, which is the output of the T-car setter 5°C, and transmits the result to the T-car flow control device 7t via the T-car amplifier 6t.

That is, in the conventional brake control method, t+, I+
The difference between the brake force command signal F and the tS control equivalent signal G is distributed to the weight ratio of the M car and the T car, and the 11N braking force equivalent signal G is added to the M car distribution. If both signals such as the maximum adhesive braking force of
yx/(+, ++T)) is the flow 1 equivalent command signal for M cars, and the T car distribution is ((F-G)XT/(M+,
T)) t-T The downstream force command signal of the vehicle, and the M
If the car distribution plus the city equivalent equivalent signal G exceeds the maximum adhesion braking force equivalent signal H of the M car, this excess is subtracted from the M car allocation (H-a) and is calculated as the flow side of the M car. In addition to using it as a force command signal, the excess amount was added to the T vehicle distribution (F
-H) is used as the flow of T jp-: I+lI force command signal.

Here, the formation braking force command signal F! Considering the two cases in which the maximum adhesion braking force equivalent signal of 4 cars is less than H and 1 or more, first, in the case of (F<H), the electric braking force command signal E = formation due to the characteristics of the electric braking force command device 3. The braking force command signal F is the '1E braking force equivalent signal G (G≦F) with respect to the electric braking force command signal (E=F), and the 7th difference (F<H) is the braking force command signal F.
), so it is always (G+(FG)×up, </(M+
T):]<H, therefore, the downstream force command signal of M vehicle is M vehicle distribution ((FG)XM/(M+T))], and the downstream force command signal of T* is T vehicle distribution. [: (F-a)
XT/(rt+T):].

On the other hand, in the case of (F≧H), the Iu control equivalent command signal E = maximum adhesive braking force equivalent signal H due to the limiter characteristics of the electric braking force command device 3, and the above-mentioned through (F≧H) Therefore, if the 111 ratio of the city equivalent signal G to the power control command number (E-H) K (hereinafter referred to as the power control rate) is high, the CG
+(y-o)x+A/(M+T)]>H, and the mountain;
If the sidecar is low, [G0(y-a)XM/(M+T
)) ≦H7.

Therefore, in the case of (F≧H), if the curtailment rate is high, the downstream force command signal of vehicle M is (H-a) and the downstream force command signal of vehicle T is (F-H). , (F≧H), when the electric control rate is low, the downstream force command signal of the λ-pedal wheel becomes ((
y-a) X M/ (+a-)-T)] and T
The downstream force command signal of the vehicle is [(F-.

)XT/(λbow+T)].

Since these M, Iij, and T cars' downstream force command signals +d can be regarded as equivalent to each other, the above conventional brake; becomes.

(I) Formation; t11 assistance command signal F (to power equivalent signal such as maximum adhesion and till power of M car, M car flow control car (F-G) XM/(M+T) T car flow control force = (y-a) XT /(M+T)(11)
~rIi, When the maximum adhesion braking force equivalent signal H of braking force command signal F≧Mho, (H-a), When the electric braking rate (G/H) is high, M vehicle flow control car (H-a) T Vehicle flow control force = (F - H) (II - b ), city jtdj rate (a / T () is low, M tonne flow equivalent = (F - G) XM / (M + T) T vehicle flow control force = (F -a) XT/(M+T)' Also, 4
The deceleration of one vehicle is the braking force divided by the mold bone, and M
The combined braking force of a car is equivalent to the flow of an M car. ',il
Since the above-mentioned conventional brake control force, the flow control deceleration I current βt of the T vehicle at the husband, and the flow ti of the M vehicle,
I deceleration is 73 m, and the resultant deceleration interval βM of M car is as follows.

(a) When F<H, β is one βm = (FG) / (M + T) β
M=(F-G)/(M+T) 10/M(b) F≧
When H, (rho a), knowledge, ■・il rate (G/H) is high, r
t = (F-H)/T βm = (H-G) / M βM = (H-G)/M〇/M = H/M (low b), the electric current control rate (G/) () If it is low, let β be one βm-(F-G
)/(M+T)βM=(F-a)/(M+T
) 10G /+A The relationship in (a) above is shown in FIG. 2, and the relationship in (b) above is shown in FIG. 3.

¥, It is clear from Figure 2 that (F<H), that is, when the formation braking force command signal F is small, M single flow i! j1 deceleration βm and T vehicle flow control deceleration βt are 'dλ1h rate 100
As it decreases from %, it decreases from 0 to [F/(M+T)'
: Rise in I housing, M East synthetic deceleration βM i# city.

As the interest rate decreases from 100π, it decreases by 1 from (F/M) to CF/(M+T).

Also, as is clear from Fig. 3, (F≧H), that is, when the force command signal F is thicker than the maximum adhesion braking force equivalent signal H, the T small flow 'jllll deceleration IWβt is the electric braking rate. When is high, the constant value C(F-H)/T] is maintained, and the M single-flow limiting deceleration βm increases as the limiting rate 'a decreases,
When the electric current reduction rate falls below a certain rate, both decelerations 1W βt and βm increase in the same way and reach CF / (M + T)), and IA
Vehicle coupling Fy, deceleration βMf'i electric power 1] power 1] rate power; high 114. (H/>A) is maintained and the charge reduction rate decreases to a certain level (CF/(M+T):) when it becomes just below.

In the conventional brake control method, each deceleration βt, β
m and βM are the above traces, and have the following problems.

Conventional DC motor control system (11 turtle cars,
Recently, an inverter-controlled train has been developed using an induction motor, and when the wheels of an M car slip during braking, the induction motor immediately reduces the torque and controls the electric control. It has the property of reducing force.

However, in the conventional brake control method mentioned above, when the composition braking force command signal F exceeds the maximum adhesion braking force etc. image signal H of M cars, even if the electric braking force G decreases, Even if the control rate (G/I()) decreases, if the decrease f4 is small, the electric braking force of the M vehicle will supplement the decrease in the electric braking force G, so the combined deceleration βM of the M vehicle will be is a constant value (H
/M) is maintained, and the combined deceleration βM of the M vehicle decreases only when the electric control rate decreases to a certain value.

That is, when the conventional brake control method is applied to the above-mentioned inverter-controlled electric train, if the wheels skid while the formation braking force command signal F exceeds the maximum adhesion braking force equivalent signal H of M cars, the torque of one induction electric IPI decreases and the electric control force G
(Electrification rate) decreases, but its decline; if there are few intersections, M
Since the vehicle composite deceleration βM, that is, the M vehicle composite braking force, maintains a constant value, the wheels continue to slide, and early readhesion between the wheels and the rails is impossible.

Therefore, the present invention reduces the combined deceleration of M cars, that is, the combined braking force, as soon as the electric braking rate of M cars decreases from 100%, regardless of the magnitude of the formation braking force command signal (however, T
Its purpose is to increase the downstream deceleration of cars (in other words, increase the electric braking force), and its feature is that in the railway vehicle brake control method, the M east distribution of the formation braking force command signal F (
When F X M/(M+T): ] is smaller than the 1E braking force etc. signal G, the difference (FG) between the formation braking force command signal F and the 'T' equivalent G is the electric braking force command signal of the T car. At the same time, when the M-axis signal is equal to or higher than G, T of the formation it+ll power command signal 7
Let vehicle distribution (FXT/(M+T)) be the electric braking force command signal for T cars, and the difference between the M tonne distribution of the formation braking force command signal F and the electric braking force equivalent signal G [F' )
-a] is the electronic control force command number 46 for M cars.

Hereinafter, the brake control method for railway vehicles of the present invention will be explained in Figs.
; Explanation will be given based on Figure A10. Note that parts that are the same as those of the prior art are given the same reference numerals as in FIG. 1 and will not be described in detail.

FIG. 4 shows a first embodiment of the apparatus to which the method of the present invention is applied, in which the lifting and retrieving braking force command device 2,',i: braking force command equivalent.

ijLimll equipment iZ 4, T single tank width device 6t, M
i amplifier 6m.

The downstream device 7t of the T vehicle and the downstream device 7m of the M vehicle are the same as the conventional ones.

The T weight setting device 5t is a T table weight distribution of the formation 1111 power command signal F (F XT / (M 1 T)
] is transmitted to the positive input 4+++1 of the arithmetic unit 11.

The M military service regulator 5m calculates the M vehicle weight distribution (FXM/(M-1-T)) of the formation braking force command No. 15 F to the negative input side of the calculator 12 and the positive input side of the calculator 13. Transmit to the input side.

Since Tif and the equivalent equivalent signal G are transmitted to the positive input side of the computing unit 12, the difference between the formation braking force command signal F and the M car distribution (a − F X M/ (M + T )
] is transmitted to the diode 14.

The diode 14 outputs the output of the arithmetic unit 12 when it is positive, and outputs 0 when the output of the arithmetic unit 12 is less than O, and this output is the negative input side of the arithmetic unit 11. It can be communicated to.

Therefore, when G>(FXM/(M+T)), the output of calculation 1 le 11, that is, the electric control force command signal of
-G), and G≦FXM/(M+T)]
When (FXT/(M+T)).

Further, since the electric braking force equivalent signal G is input to the negative input side of the computing unit 13, the M of the train set braking force command signal F is
The difference (FXM/(M-1-T)-G) from the vehicle distribution is transmitted to the diode 15.

The diode 15 directly outputs 1 when the output of the arithmetic unit 13 is positive, and outputs 0 when the output of the operator \ffff1S13 is less than θ.

Therefore, the output of the diode 15, that is, the electric braking force command signal of the M vehicle is a) (FX M / (M +
T)] is O when G≦CFXM/(M+T)]
When [:FXM/(M+T)-G).

Since the downstream devices '1m and 7t operate based on the electrical braking force command signals of M Tif and T ton, the electrical braking force command signal can be regarded as the flow Hall force, and the electrical braking force command signal The braking force equivalent signal G can be regarded as the electric braking force, and furthermore, since the composite braking force of the M car is the sum of the electric braking force of the M car and the electric braking force of the M car, the electric braking force of the T car and the M car flow equivalent 2
The combined braking force is summarized as follows.

(i) a ) (F X N(/ (M + T
) : ], T ton flow braking force equivalent FG) M vehicle flow control car O M vehicle composite braking car 〇(ii) When G≦(FXM/(M+T):), T
Vehicle flow equivalent = (FXT/(M+T): IM vehicle flow control equivalent [
F , the downstream deceleration βm of the M car, and the composite deceleration βM of the M car are as follows.

(x) G) (F X M / (M + T
)], then βt=(FG)/T βm = 0 βM = G/M (y) When G≦[FXM/(M+T))], β
t = F / (λ + T) βm = F / (M + T) -G / MβM
=F/(M+T) The relationship between these decelerations βt, βm, βM and the electric braking rate (G/E) is shown in Figs. 5 and 6. In the case of (maximum adhesion braking force equivalent signal H of M car), FIG. 6 shows the case of (F≧H).

As is clear from Fig. 5, in the case of (F<H), (electronic braking force command signal E) - (composition braking force command signal F), so 'till (G/FC) - (() /F')-
Channel, City, When the sidecar is 100% (F = G), the flow control $ and speed βt of the T car are 0 when the electric control rate is 100%.
, it increases as the electricity cut rate decreases, and G≦(FX
A constant value [F / (
M+T)]. Also, the downstream deceleration β of the M car is
m is G=(FXM/(M+T
)) until G≦[FXu/(+a+T
):], as the electric discharge rate decreases, it increases accordingly, and reaches CF/(M + T)] at a electric discharge rate of 0%. Furthermore, the composite deceleration βM of the M car is when the electric control rate is 100% (
F/M') decreases as the electric discharge rate decreases, and is a constant value [F/(M+T)) in the range of G≦FXM/(M+T)).

Similarly, as shown in Fig. 6, in the case of (F≧H), (electronic braking force command signal E) = (maximum adhesion braking force equivalent signal H of vehicle M), so the electrical braking rate (a/K ) −(G/
H), the downstream deceleration βt of the T vehicle has an electric control rate of 10
When it is 0%, it is [(F-'H)/T), and as the curtailment rate decreases, it increases accordingly, and G≦[F X M / ()
A constant value [F/ (M +
T)). The downstream deceleration βm of the M car is
From 100% electricity cut rate () = [: F X M /
(M + T)], and G≦CF
/ (M+T)) As the electric current rate decreases, it increases by 2, and CF/(
M+T)]. Furthermore, the composite deceleration β of the IA car is
M is (n/+, i) when the power reduction rate is 100%, υ, Y
lt: :li:, decreases as the rate decreases,
Constant value [ in the range of G≦[FXM/(M+T))
: p/(M+T)).

As stated above, in the method of the present invention, regardless of whether the formation braking force command signal F is large or unreasonable, when the electric braking rate decreases from 100%, the combined deceleration βM of MML can be immediately reduced. At this time, the downstream deceleration βt of the T vehicle immediately increases, but the downstream deceleration of the M vehicle is up to 0 i.

In the first embodiment shown in FIG.
Although the weights are distributed according to the weight of the M car and the T car using a single projector of 5m, it is also possible to do this in the opposite way. That is, M
It is also possible to implement the present invention by first generating car distribution Cy .

The T military regulator 5t, arithmetic unit 11, and 7th vehicle amplifier 6t that were placed on the M vehicle in the 4121st may be placed on the T vehicle, and this second embodiment is shown in FIG.

Since this second projecting embodiment is substantially the same as the first embodiment shown in FIG. 4, a description thereof will be omitted.

FIG. 8 shows a third embodiment of the device to which the method of the present invention is applied. In this third embodiment, the signal transmission means to the M car amplifier 6m is the same as in the first embodiment shown in FIG. Since the signal transmission means to the water amplifier 6t is different from the first embodiment, the differences between the means and the first embodiment will be explained below.

The difference (y-a) between the train set braking force command signal F and the electric braking equivalent signal G is determined by the computing unit 16, and the output of this computing unit 16 and T
Difference from the output of the heavy setting device 5t [(FG)-FXT/(M
+T):], that is, [FXM/(M+T)-a) is determined by the calculator 17. And (1, > [: FXM/(M
+T)), the output of the third diode 18 is 0, so the second O1 unit 19 outputs the output (FG) of the arithmetic unit 16 to that extent, and when G≦CFXM/(M+T)l) , the output of diode 18 is [FXM/(M+T)-G
:] f exists, the arithmetic unit 19 subtracts the output of the diode 18 from the output of the arithmetic unit 16, which is C F X M / (>,
t, +T): Outputs I.

That is, the third embodiment shown in FIG. 8 obtains the downstream force command signal for the T vehicle (although the 14 components are different from the first embodiment shown in FIG. 4, the downstream force command signal for the T vehicle is substantially different from the first embodiment shown in FIG. is the same as the example on page 81, and the relationship between the T flow control deceleration, 2M car flow control deceleration, the M ton combination deceleration, and the interest rate is the same as in the first embodiment.
As shown in Figure 6.

FIG. 9 shows a T-load setting device 5t, arithmetic units 17, 19, . diode 18
．． An example of the 'ff 4-projection example in which 6 tons of T single tank waste is placed on a T car; irl, This fourth example is substantially the same as the third example shown in Fig. 8, so its explanation will be omitted. .

FIG. 10 shows a fifth embodiment of a device to which the method of the present invention is applied, in which four means for transmitting signals to the M car amplifier 6m and the T water amplifier 6t, that is, the flow of each of the M 4 and T cars 1] Rika command signal. This is a modification of (j to l)y to obtain, and will be explained below.

Old′! The difference (F-a) between the power command signal F of the formation 111 and the electric control force value signal G is determined by the calculation device 6.
The difference between the output of and the output of the T jJU setting device 5t [(F-
o )-FXT/(M+T) ] i.e. (FXM/(
M-1-T)-G) is determined by the operator 17. And Q
) ['F
Since the output of diode 18 is 0, M$J so @ device 6
The input of m, that is, the downstream force command signal of the M vehicle, is set to O, and the arithmetic unit 19 outputs the output (F-a) of the operator Q and the unit 16 as it is, and inputs this to the input of the T single tank width device 6t, that is, the downstream force command signal of the M vehicle. This is the electric brake force command signal for the T vehicle. Still, G≦(yx1a/(M
+T)], the output of the diode 18 is [F
Since M/(M+T) - [)], the output of this diode 18 is used as the electric braking force command signal for the M vehicle, and the arithmetic unit 19 subtracts the output of the diode 18 from the output of the arithmetic unit 16 [: F X M / (M+T)], and this is used as the electric braking force command signal for the T vehicle.

That is, although the fifth embodiment shown in FIG. 10 differs from the first and second embodiments in the configuration for obtaining flow equivalent commands fi for M vehicles and T vehicles, these electric braking force command signals are substantially This is the same as in the first to fourth implementations, and the deceleration characteristics with respect to the curtailment rate are as shown in FIG. 6.

According to the method of the present invention, regardless of the magnitude of the formation braking force command signal, when the electric braking force of the M car, that is, the electric braking rate decreases from 100%, the M car's Since the composite deceleration can be reduced, when applied to an inverter-controlled electric train, when the wheels skid, the composite braking force of the M car immediately decreases, allowing the heavy wheels and rails to re-adhesion.

According to the method of the present invention, the following unique effects can be obtained.

Generally, when a formation braking force command signal is given, first,
The electrical braking force rises, then the electrical braking force rises, and then the electrical braking force decreases. In other words, the flow equivalent deceleration at the point where the electric braking force rises is shown in Figure 2.

These are the values when the electric braking force is 0 in Fig. 3, P45, and Fig. 6, and when the electric braking force rises, the conventional method (Fig. 2).

In FIG. 3), the flow equivalent deceleration βm of the M vehicle gradually decreases, and in the method of the present invention (FIGS. 5 and 6), the flow equivalent deceleration βm of the M vehicle decreases rapidly. Further, even if the command signal changes, the electric control force changes with a slight delay. Therefore, according to the method of the present invention, compared to the conventional method,
Since the M vehicle flow equivalent deceleration decreases quickly with respect to the increase in the till rate, the M vehicle composite braking force overshoots and the wheels slip less.

[Brief explanation of drawings]

Fig. 1 is a block diagram of a device to which a conventional railway vehicle brake control method is applied, Figs. 2 and 3 are characteristic diagrams showing the relationship between electric braking rate and deceleration in the conventional method, and Fig. 4 is a FIGS. 5 and 6 are block diagrams showing a first embodiment to which the railway vehicle brake control method of the present invention is applied. 7 is a block diagram showing the second embodiment, FIG. 8 is a block a1 showing the third embodiment, and FIG. 9 is a block diagram showing the fourth embodiment. FIG. 10 is a block diagram showing the fifth example of the pigeon. F...Composition braking force command signal (composition braking force command signal) E...World bank brake force command signal (electronic braking force command signal) G...Electric brake force equivalent signal (electric fiill force equivalent signal) H...・Maximum adhesion brake force equivalent signal of motor ton 3...
・Electric brake force command unit (city equivalent command unit) 4...Electric brake device (electronic control device) 5m...M military service center 5℃
...T car setting device 6m...IA car single tank/device 6--T
Model tank width 7 m...Fluid brake system (electronic control device) of M car 7t...Fluid brake system 4 (electronic control device) of T car Attendant: Nippon Air Brake Co., Ltd. Voluntary writing of calculation 10 diagram procedure correction ) April 4, 1980 Kazuo Wakasugi, Commissioner of the Patent Office 1. Indication of the case 1988 Patent Application No. 93176 2. Name of the invention Brake control method for railway vehicles 3. Person making the amendment Relationship to the case Patent applicant postal code 651 (Telephone: Kobe (078) 231-4134 > 4, Detailed explanation of the invention in the specification to be amended 5, Contents of the amendment

Claims (1)

[Claims] (1) When the composition brake force command signal is less than the maximum adhesive brake force equivalent signal of the motor car, the composition brake force command signal is set as the electric brake force command signal, and the composition brake force command signal is greater than or equal to the maximum adhesive brake force equivalent signal. When the maximum adhesion brake force equivalent signal is used as an electric brake force command signal, the electric brake device is operated based on the 1.1+4: air brake force command signal, and the actual electric brake force due to the operation of the electric brake device is The difference signal between the corresponding electric brake force equivalent signal and the formation brake force command signal is divided into a fluid brake force command signal of the motor car and a fluid brake force command signal of the trailer car, and based on these fluid brake force command signals, In the railway vehicle brake i+llf+ method, which operates the fluid brake devices of each of the motor vehicle and the trailer vehicle, the formation brake force command signal is set to [(motor vehicle weight +, ',
-) / (motor vehicle weight + trailer vehicle weight)] is smaller than the electric brake force equivalent signal, the difference signal between the formation brake force command signal and the electric brake force equivalent signal is used as the trailer vehicle fluid At the same time as the brake force command signal, the fluid brake force command signal of the motor vehicle is set to zero, and the differential brake force command signal is
/(motor vehicle weight ta: + trailer vehicle weight)] When the signal multiplied by [(trailer vehicle rl (sewing)/
(Motor vehicle weight + trailer vehicle weight)] is used as the fluid brake force command signal for the trailer vehicle. A brake control method for a railway vehicle, in which a difference signal between a signal multiplied by vehicle weight) and the electric brake force equivalent signal is used as a fluid brake force command signal for a motor vehicle.