JP2003237555A - Electric command pneumatic brake equipment - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric command pneumatic brake equipment capable of appropriately controlling braking force in accordance with an empty-load condition of a freight car. <P>SOLUTION: An empty and load switch 5 is arranged to a locomotive (a track motorcar) and an empty and load signal line FL for transmitting its electric signal is installed through each fright car. An empty and load relay 7 operated by the signal of the load signal line FL is provided to each freight car so that a relay valve equipment 3 in the freight car is blocked from brake signal line SB1 to SB3 and a brake of the freight car is not actuated when the freight car is empty. On the other hand, the brake is actuated when the freight car is loaded. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric command type air brake device for a railroad vehicle in which a freight car is connected to a locomotive, which is mainly used for track maintenance.

[0002]

2. Description of the Related Art A freight train used for track maintenance comprises a track motor car as a locomotive and a required number of freight cars connected to the track motor car. Conventionally, also in such a freight train, an electric command type air brake device is used like a passenger car. This electric command air brake device transmits a brake signal (electric signal) to each vehicle by operating a brake controller provided on a track motor car, and transmits the brake signal (electric signal) to each vehicle through a signal line drawn through the entire train. In a vehicle, this is converted into air pressure to operate the brake cylinder.

On the other hand, passenger cars are equipped with air springs for improving the riding comfort, and the electric command type air brake device mounted on the passenger cars uses the air springs to control each vehicle. A load-bearing device that generates a braking force according to the weight (vehicle body weight + total passenger weight) is provided. However, in the case of the above-mentioned freight train for track maintenance, the air spring and the load-bearing device are not provided from the viewpoint of not having to consider the riding comfort and cost reduction. Therefore, regardless of whether the freight car is loaded or empty, a braking force is generated according to the braking signal. In addition, freight trains for track maintenance are generally carried out at the same time when loading and unloading luggage.

[0004]

In the conventional electric command type air brake device mounted on the above-mentioned freight train for track maintenance, the braking force required when the freight car is loaded and when the freight car is empty is, of course, required. Although it is different, there is no function for adjusting this on the freight car side. Therefore, when the braking force required when the vehicle is loaded is applied when the vehicle is empty, the wheels of the freight car lock and slide, causing abnormal wear of the wheels. In order to avoid such a situation, the braking force of the entire formation may be controlled so that the braking force becomes smaller when the vehicle is empty than when the vehicle is loaded, but this method is very difficult to operate. On the other hand, providing a load-bearing device or the like on a freight train for track maintenance causes a significant cost increase, and is therefore difficult to employ in reality.

In view of the above conventional problems, it is an object of the present invention to provide at low cost an electric command type air brake device capable of appropriately controlling the braking force according to the loading / unloading of a freight car. To do.

[0006]

DISCLOSURE OF THE INVENTION The present invention is an electric command type air brake device in a railway vehicle in which a freight car is connected to a locomotive, and brake command output means for outputting an electric signal according to a brake operation. A relay valve device provided in a vehicle for converting the electric signal into air pressure and outputting the same, a brake cylinder provided in each vehicle for activating a brake based on the air pressure, and outputting an electric signal for selecting an empty vehicle However, it is also provided with a stack / empty selection control means for restricting the operation of the brake cylinder in the freight car based on the electric signal of the empty car, and for canceling the restriction based on the electric signal of the loaded car (claim 1). ). In the electric command type air brake device configured as described above, the operation of the brake cylinder in the freight car is limited by the loading / unloading selection control means based on the electrical signal of the empty vehicle, and is limited based on the electrical signal of the loading vehicle. Is released. By restricting the operation of the brake cylinder when the vehicle is empty, the braking force of the freight car cannot be obtained or reduced, and the relatively small braking force required when the vehicle is empty is covered mainly by the braking force of the locomotive.
Further, since the restriction is released during loading, a relatively large braking force required during loading is covered by the braking force of the locomotive and the braking force of the freight car.

In the electric command type air brake device (claim 1), the loading / unloading selection control means, based on the electric signal of the empty vehicle, the brake level of the electric signal given from the brake command output means to the relay valve device of the freight car. May be canceled, and the cancellation may be canceled based on the electric signal of the vehicle (claim 2). In this case, even when the freight car is empty, the freight car exerts the braking force with the brake level reduced.

In the electric command type air brake device (claim 1), the relay valve device also provides an automatic brake output to the brake cylinder, and the loading / unloading selection control means responds to an electric signal of an empty vehicle. Based on this, the air pressure supplied from the relay valve device to the brake cylinder of the freight car may be reduced on the air system, and the reduction may be canceled based on the electric signal of the vehicle (claim 3). In this case, even when the freight car is empty, the freight car exerts the braking force with the brake level reduced. In addition, the product selection control by the product selection control means is performed on the air system, which also extends to the automatic brake output.

In the electric command type air brake device (claim 2), the electric signal output from the brake command output means is a multi-bit signal binarized corresponding to the number of notch steps of the brake operation, The empty space selection control means,
The most significant bit may be invalidated based on the electric signal of the empty vehicle to reduce the brake level (claim 4). In this case, the brake level can be reduced by a predetermined logic by utilizing a part of the electric signal output from the brake command output means.

In the electric command type air brake device (claims 1 to 3), the loading / unloading selection control means includes an loading / unloading switch for outputting an electrical signal for selecting the loading / unloading of the loading vehicle, and the loading / unloading switch is the engine. The empty signal line provided on the vehicle and connected to the empty switch may be led to each vehicle (claim 5). In this case, since the stacking and stacking switches enable intensive stacking and stacking selection, the operation is simple, and a minimum number of stacking and stacking switches is sufficient. Further, unlike the cock on the air system, the stack switch has few restrictions on the mounting location.

In the electric command type air brake device (claims 1 to 3), the loading / unloading selection control means includes an loading / unloading switch for outputting an electric signal for selecting the loading / unloading vehicle. It may be provided in (6). In this case, since it is possible to select loading and unloading for each freight car, it is possible to individually handle the case where all freight cars are not loaded and unloaded simultaneously. Further, unlike the cock on the air system, the stack switch has few restrictions on the mounting location.

[0012]

1 is a connection diagram showing a configuration of an electric command type air brake device according to a first embodiment of the present invention. The brake system is installed in a freight train for track maintenance, which is composed of an orbital motor car as a locomotive and a freight car connected to the locomotive. If necessary, multiple wagons will be connected. Although FIG. 1 illustrates only the configuration of the electric command type air brake device in the first freight car, other subsequent freight cars have the same configuration.

In FIG. 1, the track motor car has a brake controller 1, a commander 2 connected to the brake controller 1, a relay valve device 3, and a brake cylinder 4 as main components of an electric command type air brake device. Is installed. The brake controller 1 is operated by a regular brake operation by a train driver, and has a switch S in the illustrated opening / closing pattern corresponding to the brake operation position and the slack position of 1 to 7 notches.
W1-SW3 are opened and closed. For example, in the slack position, all the switches SW1 to SW3 are open, and in one notch of the service brake, only the switch SW1 is closed and the others are open. One side of each of the switches SW1 to SW3 has a power line P of DC24V.
The signal lines SB11 to SB11 connected to the command device 2 are commonly connected to the (+ side) and are opened and closed by opening and closing each switch.
A voltage signal of 24V or 0V (that is,
A binary signal that is turned off is output. A command device 2 connected to the brake controller 1 as shown in the figure converts the voltage signal sent from the brake controller 1 by a certain logic shown in Table 1 below. It should be noted that the ◯ mark in Table 1 represents closed circuit or voltage application.

[0014]

[Table 1]

As described above, the output of the command unit 2 is
The "slack" is set to 0, the brake signal line SB1 is set to the lowest,
It is a 3-bit binary number in which SB2 is middle and SB3 is most significant, and the decimal numbers 1 to 7 in the notches 1 to 7 are replaced with binary signals. Further, in FIG. 1, DC2
The − side of the 4V power supply line is the neutral line N at the output of the command device 2. The brake signal lines SB1 to SB3 and the neutral line N are led from the track motor car to the entire train. The brake controller 1, the command device 2, the brake signal lines SB1 to SB3, and the neutral line N constitute "brake command output means" that outputs an electric signal according to a brake operation. In addition, an electric line from the power supply line P (+ side) via the stacking and emptying switch 5 is led to all freight cars as a stacking and emptying signal line FL. When the open / close switch 5 is open, no voltage is applied to the open / close signal line FL with respect to the neutral line N, but when the open / close switch 5 is closed, a voltage (DC 24 V) is applied.
The loading / unloading switch 5 is provided in a place where a driver can easily operate in the driver's cab.

The relay valve device 3 in the track motor car is
It is provided with three solenoid valves SBV1 to SBV3 and a relay valve 31 which is pneumatically connected to these. Solenoid valves SBV1 to S
BV3 is excited or demagnetized in accordance with the voltage of the brake signal lines SB1 to SB3, respectively. In addition, the solenoid valve SBV1
A predetermined air pressure is supplied to the operating portion of the SBV3, and a predetermined air pressure is output by excitation and not output by demagnetization.
The relay valve 31 is a known device that outputs the air pressure with a predetermined logic in response to the input air pressure signal based on the area ratio of the membrane plate. Membrane plate chambers C1, C2, C3 in the relay valve respectively output air pressures 1, 2, 4 as pressure units (pressure unit 1 is pressure 50 in brake cylinder 4).
This corresponds to kPa (0.5 kgf / cm ² ). ). Solenoid valves SBV are respectively provided in these membrane plate chambers C1, C2 and C3.
When air pressure is supplied from 1 to SBV3, air pressure in pressure units shown in Table 2 below is output from the relay valve 31 to the brake cylinder 4.

[0017]

[Table 2]

In this way, the air pressure of the output unit corresponding to the notch is supplied to the brake cylinder 4, and a desired braking force is generated. Similarly in the freight car, the relay valve device 3 and the brake cylinder 4 are provided, and the brake signal lines SB1 to SB3 and the neutral line N are connected to the relay valve device 3. However, between the brake signal lines SB <b> 1 to SB <b> 3 and the relay valve device 3, the contact point 7 b (contact point b) of the stacking relay 7 housed in the stacking relay box 6 is provided.
Has been inserted. The coil 7c of the product air relay 7 is connected between the product signal line FL and the neutral line N. The product air relay 7 is excited when the product air switch 5 is closed, and the relay valve device 3 is connected to the brake signal lines SB1 to SB1.
Shut off from SB3. The loading / unloading switch 5, the loading / unloading signal line FL, and the loading / unloading relay 7 output an electric signal for selecting an empty vehicle to limit the operation of the brake cylinder 4 in the freight car based on the electric signal of the empty vehicle. It constitutes "load / empty selection control means" for releasing the restriction based on the electric signal of the loaded vehicle.

In the above electric command type air brake device, when the freight car is in a loaded state, the driver opens the loading / unloading switch. As a result, the stack relay 7 is demagnetized, and its contact 7b is closed. Therefore, the relay valve device 3 of the freight car can operate, and the track motor cars and the brake cylinders 4 of all the freight cars according to the output of the command device 2.
Operates, and the necessary and sufficient braking force is obtained.

On the other hand, when the freight car is empty, the driver closes the loading / unloading switch 5. As a result, the stack relay 7 is excited and its contact 7b is opened. Therefore, the relay valve device 3 of the freight car does not operate, and only the brake cylinder 4 of the track motor car operates according to the output of the command device 2.
In this case, since the freight car is an empty vehicle, a large braking force is unnecessary, and the braking force required for the entire train can be covered only by the braking force of the track motor car. Therefore, it is possible to prevent the phenomenon that a strong brake acts on an empty freight car and the wheels are locked. As described above, it is possible to appropriately control the braking force according to the freight cars being loaded. Moreover, since such control can be realized without using a variable load device or the like, it is possible to provide an electric command type air brake device having an inexpensive structure.

FIG. 2 is a connection diagram of an electric command type air brake device according to the second embodiment. The difference from the first embodiment is that, in addition to the product relay 7, a bypass relay 8 is provided in the product relay box 6, and its contact 8a (a contact) is two contacts (brake) of the product relay 7. Signal lines SB1 and SB2
It is the point connected in parallel to the upper contact 7b). The coil 8c of the bypass relay 8 is connected between the neutral line N and the brake signal line SB3. The bypass relay 8 constitutes a part of "product / space selection control means".

In the electric command type air brake device according to the second embodiment, when the freight car is in a loaded state, the driver opens the loading / unloading switch 5. As a result, the stack relay 7 is demagnetized, and its contact 7b is closed. Therefore, the relay valve device 3 of the wagon can operate,
The orbit motor car and the brake cylinders 4 of all the freight cars operate according to the output of the command device 2, and a necessary and sufficient braking force is obtained. When the brake operation position in the brake controller 1 is the notches 4 to 7, a voltage is applied to the brake signal line SB3 as shown in Table 1 above. Therefore, the bypass relay 8 is excited and the contact 8a thereof is closed, but the contact 7b of the product relay 7 is also closed, so that the contact 8a of the bypass relay 8 is closed.

On the other hand, when the freight car is empty, the driver closes the loading / unloading switch 5. As a result, the stack relay 7 is excited and its contact 7b is opened. Further, the brake operation position in the brake controller 1 is notches 1 to 3.
In the case of, as shown in Table 1, the brake signal line SB3
Since no voltage is applied to the relay 8, the contact 8a of the bypass relay 8 is also open. Therefore, the relay valve device 3 of the freight car does not operate, and only the brake cylinder 4 of the track motor car operates according to the output of the command device 2. In this case, since the freight car is an empty vehicle, a large braking force is unnecessary, and the braking force required for the entire train can be covered only by the braking force of the track motor car. Therefore, it is possible to prevent the phenomenon that a strong brake acts on an empty freight car and the wheels are locked.

Next, when the brake operation position in the brake controller 1 is the notches 4 to 7, as shown in Table 1, a voltage is applied to the brake signal line SB3. Therefore, the bypass relay 8 is excited and its contact 8a is closed. Thereby, the brake signal lines SB1 and SB2
Is input to the relay valve device 3, and the relay valve device 3 of the freight car
Will be operational. However, since the contact 7b of the stacking relay 7 is open, the signal from the brake signal line SB3 is not input to the relay valve device 3. As a result, the output of the commander 2 for the notches 4 to 7 in Table 1 is
The signal of the brake signal line SB3, which is the most significant bit, is invalidated, and the least significant bit (SB1) and the middle bit (SB
Only the signal of 2) is valid. As a result, the notch 4 has the same output as loosening (that is, 0), and the bit patterns of the notches 5 to 7 become the same as the bit patterns of the notches 1 to 3, respectively.

When the wagon is empty, the notch N (N =
When the brake operation of 5-7) is performed, the commander 2 outputs an output corresponding to the notch N, and the brake cylinder 4 of the track motor car generates a braking force according to the output, but in the freight car, the above processing is performed. As a result, the output, that is, the brake level of the electric signal is reduced to a level corresponding to the notch (N-4). Therefore, the brake cylinder 4 of the freight car
A reduced braking force corresponding to the notch (N-4) is generated. By thus reducing the braking force of the freight car, it is possible to prevent the wheels of the freight car from being locked when the vehicle is empty. In addition, the brake of the freight car can prevent a shortage of the braking force even when a large braking force is required for the entire train when the train is empty. As described above, it is possible to appropriately control the braking force according to the freight cars being loaded. Further, as described above, the brake level reduction control using a part of the electric signal can be realized with a simple and inexpensive configuration in which the bypass relay 8 is added to the configuration of the first embodiment.

FIG. 3 is a connection diagram of an electric command type air brake device according to the third embodiment. The electric command type air brake device has a configuration in which a part of the air system is shared with the automatic brake device. Since the brake controller 1 and the command device 2 are the same as those in the first embodiment, they are not shown.
Further, the brake signal lines SB1 to SB3, the neutral line N, the product air signal line FL, and the product air switch 5 are provided similarly to the first embodiment. A brake pipe BP is drawn through the track motor car and each freight car.
The relay valve device 3 includes solenoid valves SBV1 to SBV3, a relay valve 3
1 and a control valve 32. Further, the relay valve device 3 is connected to the brake pipe BP via a dust collector 9.
Further, a control air tank 10, a supply air tank 11 and an expansion tank 12 are connected to the relay valve device 3 as illustrated. On the other hand, the brake cylinder 4 is connected to the output port (BC) of the relay valve device 3 via the proportional valve 13.

Solenoid valve SBV1 in the relay valve device 3
The SBV 3 and the relay valve 31 have the same functions as those of the first embodiment, and the air pressure output by the relay valve 31 is supplied to the brake cylinder 4 via the proportional valve 13. The proportional valve 13 is a known device capable of reducing the air pressure at a predetermined ratio and outputting it. Port BC of this proportional valve 13
The solenoid valve 14 for loading and unloading is inserted between the LV and the LV.
The coil of the air-laden solenoid valve 14 is connected to the air-laden signal line FL and the neutral line N, and the air-laden solenoid valve 14 operates according to opening and closing of the air-laden switch 5. The proportional valve 13 and the solenoid valve 14 for loading and unloading constitute a part of "a loading and unloading selection control means". Although the connection diagram of the track motor car is not shown, the proportional valve 13 and the solenoid valve 14 for loading and unloading are changed from the configuration for the freight car.
Is omitted, and the brake cylinder 4 is provided directly from the relay valve device 3.
This is a configuration in which air pressure is output to.

The above-mentioned automatic brake is for automatically operating the brake on each vehicle when the train is separated, and the air for that purpose is supplied from the brake pipe BP to the control valve 3 of the relay valve device 3.
It is stored in the supply air tank 11 through 2. When the pressure in the brake pipe BP is released by train separation, the compressed air stored in the supply air tank 11 is supplied from the relay valve device 3 to the brake cylinder 4 by the operation of the control valve 32, and the brake is applied. The control valve 32 can be operated by operating a brake valve (not shown) provided in the track motor car when the electric command system fails.

In the electric command type air brake device according to the third embodiment, when the freight cars are loaded,
The driver keeps the stack switch 5 open. In this state, the air-fuel solenoid valve 14 is in a demagnetized state (state shown),
The valve is in the shut-off position. Therefore, the port BC of the proportional valve 13
And LV do not communicate with each other. At this time, the proportional valve 13 does not reduce the pressure, and the air pressure supplied from the relay valve device 3 is directly supplied to the brake cylinder 4. Therefore, the brake cylinders 4 of the orbit motor car and all freight cars operate according to the output of the command device 2, and a necessary and sufficient braking force is obtained. Also,
When train separation occurs with the stacking switch 5 opened as described above, the proportional valve 13 is fed from the supply air tank 11.
A predetermined air pressure is applied to the brake cylinder 4 via (non-decompression).
The brakes of each vehicle can be activated.

On the other hand, when the freight car is empty, the driver closes the loading / unloading switch 5. As a result, the air-fuel solenoid valve 14 is excited, and the ports BC and LV of the proportional valve 13 communicate with each other. At this time, the proportional valve 13 depressurizes, and the air pressure supplied from the relay valve device 3 is depressurized at a predetermined ratio and supplied to the brake cylinder 4. By thus reducing the braking force of the freight car, it is possible to prevent the wheels of the freight car from being locked when the vehicle is empty. In addition, the brake of the freight car can prevent a shortage of the braking force even when a large braking force is required for the entire train when the train is empty.

Further, the proportional valve 13 and the solenoid valve 14 for loading and unloading
However, by being provided on the air system from the relay valve device 3 to the brake cylinder 4, the braking force reduction control of the freight car as described above also extends to the automatic brake output. That is, when train separation occurs when the stacking switch 5 is closed, the air pressure reduced from the supply air tank 11 through the proportional valve 13 is fed into the brake cylinder 4, thereby braking the freight car. It can be operated sparingly. As described above, it is possible to appropriately control the braking force according to the freight cars being loaded. Moreover, since such control can be realized without using a variable load device or the like, it is possible to provide an electric command type air brake device having an inexpensive structure.

In each of the above-mentioned embodiments, the loading / unloading switch 5 is provided only on the track motor car and the loading / unloading signal line FL is passed through the entire train. However, in addition to this, for example, as a modification of the first embodiment. As shown in FIG. 4, an empty switch 5 may be provided for each freight car, and a lead wire for the power supply line P (+ side) may be provided instead of the empty signal line FL. In the former case,
Since it is possible to perform concentrated loading / unloading selection, the operation is easy, and the number of loading / unloading switches 5 is also a minimum, which is structurally simple. On the other hand, in the latter case, since it is possible to select loading and unloading for each freight car, it is convenient to be able to individually handle the case where all the freight cars are not loaded and unloaded simultaneously. Further, in either case, unlike the cock or the like on the air system, the stacking switch 5 has less restrictions on the mounting place, and therefore has an advantage that it can be arranged at a desired position.

In each of the above embodiments, the rolling stock train is described as an example, but the electric command type air brake device as described above can be applied to a similar railroad vehicle.

[0034]

The present invention constructed as described above has the following effects. According to the electric command type air brake device of claim 1, since the operation of the brake cylinder is limited when the vehicle is empty, the braking force of the freight car cannot be obtained or reduced, and a relatively small brake required when the vehicle is empty. The power is supplied mainly by the braking force of the locomotive. Also,
Since the restriction is released during loading, a relatively large braking force required during loading is covered by the braking force of the locomotive and the braking force of the freight car. Therefore, the braking force can be appropriately controlled according to the vacancy of the freight car. Moreover, since such control can be realized without using a variable load device or the like, it is possible to provide an electric command type air brake device having an inexpensive structure.

According to the electric command type air brake device of the second aspect, the freight car exerts a braking force with a reduced brake level even when the train is empty, so that a large braking force is required for the entire train when the train is empty. Moreover, it is possible to prevent a shortage of braking force.

According to the electric command type air brake device of the third aspect, the freight car exerts a braking force with a reduced brake level even when the train is empty, so that a large braking force is required for the entire train when the train is empty. Moreover, it is possible to prevent a shortage of braking force. In addition, since the loading / unloading selection control by the loading / unloading selection control means is performed on the air system, and this also extends to the automatic brake output, it is possible to appropriately control the braking force according to the loading / unloading even when the automatic braking is activated. it can.

According to the electric command type air brake device of the fourth aspect, the brake level can be reduced by a predetermined logic by utilizing a part of the electric signal output from the brake command output means. Can be realized with a simple configuration.

According to the electric command type air brake device of the fifth aspect of the present invention, since the stacking switch allows concentrated stacking selection, the operation is simple, and the minimum number of stacking switches is structurally sufficient. It is simple. Further, unlike the cock and the like on the air system, the stacking switch has few restrictions on the mounting place, and thus can be arranged at a desired position.

According to the electric command type air brake device of the sixth aspect, it is possible to select the loading and unloading of each freight car, which is convenient because it is possible to individually handle the loading and unloading of all freight cars. Further, unlike the cock and the like on the air system, the stacking switch has few restrictions on the mounting place, and thus can be arranged at a desired position.

[Brief description of drawings]

FIG. 1 is a connection diagram showing a configuration of an electric command type air brake device according to a first embodiment of the present invention.

FIG. 2 is a connection diagram showing a configuration of an electric command type air brake device according to a second embodiment of the present invention.

FIG. 3 is a connection diagram showing a configuration of an electric command type air brake device according to a third embodiment of the present invention.

FIG. 4 is a connection diagram showing a configuration in which an installation position of an empty switch of the electric command type air brake device according to the first embodiment is changed.

[Explanation of symbols]

1 Brake controller 2 Commander 3 Relay valve device 4 brake cylinder 5 Stack switch 7 Air Relay 8 Bypass relay 13 proportional valve 14 Solenoid valve SB1 to SB3 Brake signal line N neutral line FL product sky signal line 1, 2, SB1 to SB3, N Brake command output means 5,7,8,13,14, FL product / space selection control means

Claims (6)

[Claims] 1. An electric command type air brake device for a railway vehicle in which a freight car is connected to a locomotive, and brake command output means for outputting an electric signal according to a brake operation, and the electric signal provided in each car. Relay valve device that converts the air pressure into air pressure and outputs it, a brake cylinder that is provided in each vehicle and that operates a brake based on the air pressure, and outputs an electric signal for the empty vehicle alternative, based on the electric signal of the empty vehicle. An electric command type air brake device comprising: a load / empty selection control means for restricting the operation of the brake cylinder in a freight car and releasing the restriction based on an electric signal of the load car. 2. The loading / unloading selection control means attenuates the brake level of the electrical signal given from the brake command output means to the relay valve device of the freight car based on the electrical signal of the empty vehicle, and The electric command type air brake device according to claim 1, wherein the cancellation is released based on an electric signal. 3. The relay valve device also provides an automatic brake output to the brake cylinder, and the loading / unloading selection control means is based on an electric signal of an empty vehicle,
The electric command type air brake device according to claim 1, wherein the air pressure supplied from the relay valve device to the brake cylinder of the freight car is reduced on an air system, and the reduction is released based on an electric signal of the loaded vehicle. 4. The electric signal output from the brake command output means is a multi-bit signal binarized corresponding to the number of notch steps of the brake operation, and the product / empty selection control means is an electric vehicle of an empty vehicle. The electric command type air brake device according to claim 2, wherein the braking level is reduced by disabling the most significant bit based on the signal. 5. The loading / unloading selection control means includes an loading / unloading switch that outputs an electric signal for selecting an loading / unloading vehicle. The loading / unloading switch is provided on the locomotive and is connected to the loading / unloading switch. The electric command type air brake device according to any one of claims 1 to 3, wherein the empty signal line is extended to each vehicle. 6. The loading / unloading selection control means includes a loading / unloading switch that outputs an electric signal for selecting a loading / unloading vehicle, and the loading / unloading switch is provided in each freight car. The electric command type air brake device according to one.