Braking device, preliminary brake control device

Abstract

The present application provides a braking device, a preparatory brake control device, which can reduce the work burden related to the operation of the preparatory brake in the case where the normal brake cannot be used. The braking device (1) is provided with: a brake mechanism (2) that presses a brake shoe (21) against a braking member of a railway vehicle to brake the railway vehicle; a DC motor (43) other than a motor (33) that drives the brake mechanism (2); a battery (41) other than a vehicle power supply (31) that supplies power to the DC motor (43); and a relay circuit (42) that controls the supply of power from the battery (41) to the DC motor (43) in response to a preparatory brake command. The battery (41) supplies DC power, the DC motor (43) drives the brake mechanism (2) based on the DC power, and the relay circuit (42) switches the path between the battery (41) and the DC motor (43) in response to the preparatory brake command.

Description

TECHNICAL FIELD

[0001] The present application relates to a braking technology of a railway vehicle. BACKGROUND

[0002] In Patent Literature 1, an electric brake actuator is disclosed, which is provided with a service brake mechanism section that drives a push rod by rotational power of a motor, the push rod being provided with a friction member that is pressed against a wheel of a railway vehicle, and a reserve brake mechanism section that moves the push rod by force of a spring. In this document, in a case where the service brake mechanism section cannot operate due to power failure or the like, the reserve brake mechanism section operates the reserve brake using the push rod that is moved by force of the spring that is charged, to safely stop the railway vehicle. Further, after the power failure is recovered, the service brake mechanism section is operated to generate maximum braking force, and the reserve brake is released using reaction force thereof.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Patent Application Laid-Open No. 2001-521468 SUMMARY

[0006] PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] In the technology described in Patent Literature 1, in a state where the service brake mechanism section cannot operate, the reserve brake that operates by the spring cannot be released, and thus, for example, an operator who goes to the site manually returns the push rod to the charging direction of the spring to release the reserve brake.

[0008] The present application has been achieved in view of such a situation, and aims to provide a brake device or the like that can reduce the work burden related to operation of the reserve brake in a case where the service brake cannot be used.

[0009] SOLUTION TO PROBLEM

[0010] To solve the above problem, a brake device of one embodiment of the present application is provided with: a brake mechanism that brakes a railway vehicle by pressing a friction member against a braking member of the railway vehicle; a reserve electric motor that is different from a service electric motor, and that is used to drive the brake mechanism; a reserve power supply that is different from a service power supply, and that is used to supply electric power to the reserve electric motor; and a power supply control section that controls supply of electric power from the reserve power supply to the reserve electric motor in response to a reserve brake command.

[0011] According to this embodiment, even in a case where the service electric motor and / or the service power supply cannot be used, the reserve brake can be operated by the reserve electric motor and the reserve power supply.

[0012] Another aspect of the present application is a preparatory brake control device. The device includes a preparatory power source different from a normal power source, a preparatory motor different from a normal motor that drives a friction member that brakes a railway vehicle based on electric power supplied from the preparatory power source against a braking member of the railway vehicle, and a power supply control section that controls supply of electric power from the preparatory power source to the preparatory motor in response to a preparatory brake command.

[0013] Furthermore, any combination of the above structural elements, a mode obtained by converting the present application into a method, a device, a system, a recording medium, a computer program, and the like is also effective as the present application.

[0014] Effects of the Invention

[0015] According to the present application, it is possible to reduce the work burden related to operation of the preparatory brake in a case where the normal brake cannot be used. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The structure of the brake device according to the first embodiment is schematically shown.

[0017] Figure 2 Details of the relay circuit are schematically shown.

[0018] Figure 3 The combination of the preparatory brake application command and the preparatory brake release command from the vehicle cab is shown.

[0019] Figure 4 The structure of the brake device according to the second embodiment is schematically shown.

[0020] Figure 5 The structure of the brake device according to the third embodiment is schematically shown.

[0021] Figure 6 The structure of the brake device according to the fourth embodiment is schematically shown. DETAILED DESCRIPTION

[0022] Figure 1 The structure of the brake device 1 according to the first embodiment is schematically shown. The brake device 1 includes a brake mechanism 2, a normal brake section 3, and a preparatory brake section 4 that is a preparatory brake control device. Furthermore, the preparatory brake is sometimes referred to as a safety brake, a backup brake, or an emergency brake. The normal brake section 3 and the preparatory brake section 4 are controlled according to a command from a brake command section or a control section 5.

[0023] The brake mechanism 2 that constitutes the tread brake has a shoe 21 that is a friction member that is pressed against a wheel that is a member to be braked of a railway vehicle to brake the railway vehicle. The shoe 21 faces at least a portion of the outer periphery of the wheel, and a brake lining or the like is provided on the facing surface (inner peripheral surface) of the shoe 21. When the shoe 21 is brought to a brake application position that comes into contact with the wheel and the shoe 21 is pressed against the brake application position by driving the shoe 21 in the radial direction of the wheel by the service brake portion 3 or the preparatory brake portion 4 as described later, the rotation of the wheel is decelerated by the frictional force between the brake lining or the like and the wheel, and the railway vehicle is braked.

[0024] Further, the brake mechanism 2 can be configured as a disc brake, and instead of the shoe 21 used in the tread brake, a pad can be provided as a friction member. The pad is sandwiched from both sides in the rotational axis direction of the brake disc that rotates integrally with the wheel, and a brake lining or the like is provided on the surface of the pad that faces the brake disc. When the pad is brought to a brake application position that comes into contact with the brake disc from both sides and the pad is pressed against the brake application position by driving the pad in the rotational axis direction of the wheel by the service brake portion 3 or the preparatory brake portion 4, the rotation of the wheel is decelerated by the frictional force between the brake lining or the like and the brake disc, and the railway vehicle is braked. Further, the brake mechanism 2 can be configured as any other kind of brake such as a drum brake.

[0025] The brake mechanism 2 also has a power transmission mechanism 22 that is connected to the service brake portion 3 and the preparatory brake portion 4, transmits the power of the service brake portion 3 to the shoe 21 when the service brake portion 3 functions, and transmits the power of the preparatory brake portion 4 to the shoe 21 when the service brake portion 3 does not function. As such, the power transmission mechanism 22 that preferentially transmits the power of the service brake portion 3 to the shoe 21 and transmits the power of the preparatory brake portion 4 to the shoe 21 only when the service brake portion 3 does not function can be configured by a combination of known mechanical elements such as a clutch, a torque diode (trademark), and the like. The power transmission mechanism 22 can also have a lever mechanism such as a toggle mechanism that amplifies the rotational power generated by the motors of the service brake portion 3 and the preparatory brake portion 4, and a reduction mechanism that obtains a torque corresponding to the reduction ratio of the rotational power. In addition, the power transmission mechanism 22 has a rotary linear conversion mechanism that converts the rotational power generated by the motors of the service brake portion 3 and the preparatory brake portion 4 into linear power for driving the shoe 21 in the radial direction.

[0026] The normal brake unit 3 has a vehicle power supply 31 as a normal power supply, a control circuit 32, and a motor 33 as a normal electric motor. The vehicle power supply 31 can also be provided outside the normal brake unit 3 and / or the brake device 1. The vehicle power supply 31 can also be a power supply that supplies electric power supplied from a pantograph to the railway vehicle to the control circuit 32. At least one vehicle power supply 31 mounted on the railway vehicle supplies alternating current or direct current electric power supplied from a catenary (overhead line), a power supply rail (third rail), or the like to various devices and apparatuses of the railway vehicle, including the control circuit 32 and the motor 33. The control circuit 32 has an inverter that generates a desired frequency, amplitude, and multiphase alternating current based on electric power supplied from the vehicle power supply 31, and generates alternating current electric power, such as three-phase alternating current, applied to the motor 33 in response to a normal brake command from a vehicle cab as the control unit 5. The motor 33 as the normal electric motor is an alternating current motor that drives the brake shoe 21 based on alternating current electric power generated by the control circuit 32 in response to a normal brake command from the control unit 5.

[0027] The normal brake command from the vehicle cab as the control unit 5 is roughly divided into a normal brake application command for driving the brake shoe 21 to a brake application position in which the brake shoe 21 is pressed against a wheel, and a normal brake release command for driving the brake shoe 21 to a brake release position in which the brake shoe 21 is not pressed against the wheel. The control circuit 32 causes the rotor of the motor 33 to rotate in a first direction (hereinafter also referred to as an application direction or a forward rotation direction) to generate first alternating current (hereinafter also referred to as application alternating current or forward rotation alternating current) for driving the brake shoe 21 to the brake application position when the normal brake application command is provided from the control unit 5, and causes the rotor of the motor 33 to rotate in a second direction (hereinafter also referred to as a release direction or a reverse rotation direction) opposite to the first direction to generate second alternating current (hereinafter also referred to as release alternating current or reverse rotation alternating current) for driving the brake shoe 21 to the brake release position when the normal brake release command is provided from the control unit 5.

[0028] In a case where the normal brake unit 3 normally functions, specifically, in a case where the vehicle power supply 31, the control circuit 32, and the motor 33 all normally function, the application and release of the brake, specifically, the driving of the brake shoe 21 between the brake application position and the brake release position, are controlled by the normal brake unit 3. On the other hand, in a case where the normal brake unit 3 does not normally function, specifically, in a case where at least one of the vehicle power supply 31, the control circuit 32, and the motor 33 does not normally function, the application and release of the brake, specifically, the driving of the brake shoe 21 between the brake application position and the brake release position, are controlled by the emergency brake unit 4.

[0029] The reserve brake unit 4 constitutes a reserve brake drive device. When the regular brake unit 3 is unable to drive the brake shoe 21, which is in the brake operating position, to the brake release position, this reserve brake drive device responds to a reserve brake release command from the control unit 5. Figure 1 The brake shoe 21 is driven to the brake release position by a "release command" (shown in the image). Specifically, when the service brake unit 3 is not functioning, the standby brake unit 4 drives the brake shoe 21 between the brake operating position and the brake release position based on DC power supplied from the battery 41, which serves as a standby power source. The standby brake unit 4 includes a battery 41, a relay circuit 42 as a power supply control unit, and a DC motor 43 as a standby motor and a DC motor.

[0030] Unlike the vehicle power supply 31, which is supplied with DC power by battery 41, relay circuit 42 supplies DC power from battery 41 to DC motor 43 in response to a pre-brake release command and a pre-brake action command from control unit 5. DC motor 43 drives brake shoe 21 between the brake action position and the brake release position based on the DC power supplied from battery 41 via relay circuit 42. Alternatively, DC motor 43 may be configured as an inverter that converts DC power supplied from relay circuit 42 into AC power, and a motor similar to a conventional electric motor (motor 33) that generates rotational power based on the AC power converted by the inverter.

[0031] Figure 2 The details of relay circuit 42 are schematically shown. In relay circuit 42, a first path 44 and a second path 45 are provided in parallel to connect battery 41 to DC motor 43. First path 44 includes a high-potential line 441 connected to the high-potential terminal 411 of battery 41 and a low-potential line 442 connected to the low-potential terminal 412 of battery 41. High-potential line 441 is connected to the first terminal 431 of DC motor 43 via a pre-operation brake switch 461 (described later), and low-potential line 442 is connected to the second terminal 432 of DC motor 43 via the pre-operation brake switch 462 (described later).

[0032] The second path 45, which is parallel to the first path 44 and connects the battery 41 and the DC motor 43, has a first parallel line 451 and a second parallel line 452. The portion of the first parallel line 451 on the battery 41 side than the auxiliary switch 463 and the preparatory brake release switch 471 is connected to the portion of the high potential line 441 on the battery 41 side than the preparatory brake application switch 461. The first parallel line 451 is connected to the second terminal 432 of the DC motor 43 at the position than the preparatory brake application switch 461, the auxiliary switch 463, and the preparatory brake release switch 471 on the DC motor 43 side. The portion of the second parallel line 452 on the battery 41 side than the auxiliary switch 464 and the preparatory brake release switch 472 is connected to the portion of the low potential line 442 on the battery 41 side than the preparatory brake application switch 462. The second parallel line 452 is connected to the first terminal 431 of the DC motor 43 at the position than the preparatory brake application switch 462, the auxiliary switch 464, and the preparatory brake release switch 472 on the DC motor 43 side. In this way, the first parallel line 451 and the second parallel line 452 are connected to the high potential line 441 and the low potential line 442, respectively, in a crisscross manner.

[0033] The first path 44 and the second path 45 are conducted when the switches provided in each path are all closed, to supply DC power to the DC motor 43. Further, as will be described later, the first path 44 and the second path 45 are not conducted at the same time. Specifically, when the preparatory brake application switches 461 and 462 are closed, the first path 44 is conducted, and the high potential terminal 411 of the battery 41 is connected to the first terminal 431 of the DC motor 43 via the high potential line 441, and the low potential terminal 412 of the battery 41 is connected to the second terminal 432 of the DC motor 43 via the low potential line 442. At this time, in the DC motor 43, a DC current flows in a first direction from the high potential first terminal 431 toward the low potential second terminal 432, and the rotor of the DC motor 43 rotates in the first direction (or the application direction, the forward rotation direction), whereby the brake shoe 21 is driven to the brake application position.

[0034] Further, when the auxiliary switches 463 and 464 and the preparatory brake release switches 471 and 472 are closed, the second path 45 is conducted, and the high potential terminal 411 of the battery 41 is connected to the second terminal 432 of the DC motor 43 via the first parallel line 451, and the low potential terminal 412 of the battery 41 is connected to the first terminal 431 of the DC motor 43 via the second parallel line 452. At this time, in the DC motor 43, a DC current flows in a second direction (opposite to the first direction) from the high potential second terminal 432 toward the low potential first terminal 431, and the rotor of the DC motor 43 rotates in the second direction (or the release direction, the reverse rotation direction), whereby the brake shoe 21 is driven to the brake release position.

[0035] The preparation relay 46, controlled according to a preparation brake command from the vehicle's control unit 5 (which is a preparation brake operation command), includes a preparation brake operation switch 461 on a high-potential line 441, a preparation brake operation switch 462 on a low-potential line 442, an auxiliary switch 463 on a first parallel line 451, and an auxiliary switch 464 on a second parallel line 452. These four switches 461 to 464 are mechanically connected and controlled by springs, etc. Figure 2 An upward force is applied. When a pre-brake command is given from the vehicle's driver's console, switches 461-464 are not pressed downwards; therefore, due to the upward force, pre-brake operation switches 461 and 462 close and auxiliary switches 463 and 464 open. On the other hand, when no pre-brake command is given from the vehicle's driver's console, switches 461-464 are pressed downwards; therefore, pre-brake operation switches 461 and 462 open and auxiliary switches 463 and 464 close. In this way, pre-brake operation switches 461 and 462 and auxiliary switches 463 and 464 open and close complementaryly in response to the presence or absence of a pre-brake command.

[0036] Therefore, during the period when the first path 44 is active, the reserve brake operation switches 461 and 462 are closed, while the auxiliary switches 463 and 464 are open, thus preventing the second path 45 from being active. Similarly, during the period when the second path 45 is active, the auxiliary switches 463 and 464 are closed, while the reserve brake operation switches 461 and 462 are open, thus preventing the first path 44 from being active. Therefore, the first path 44 and the second path 45 will not be active simultaneously, effectively preventing a conflict between the activation of the reserve brake due to the activation of the first path 44 and the release of the reserve brake due to the activation of the second path 45.

[0037] According to the pre-brake release command from the vehicle's driver's console, which is the control unit 5 (in Figure 2 The release relay 47, controlled by the "release command" (shown in the diagram), includes a pre-brake release switch 471 connected in series with the auxiliary switch 463 on the first parallel line 451, and a pre-brake release switch 472 connected in series with the auxiliary switch 464 on the second parallel line 452. These two switches 471 and 472 are mechanically connected and controlled by a spring, etc. Figure 2 When a pre-brake release command is given from the vehicle's driver's console, switches 471 and 472 are pressed downwards and closed. On the other hand, when no pre-brake release command is given from the vehicle's driver's console, switches 471 and 472 are not pressed downwards, and therefore switches 471 and 472 are opened due to the upward force applied.

[0038] Figure 3The combination of the preliminary brake command and the preliminary brake release command from the vehicle cab is shown. In the case of "no pressure" of the preliminary brake command from the vehicle cab, the preliminary brake application switches 461, 462 are closed and the first path 44 is conducted, the auxiliary switches 463, 464 are opened and the second path 45 is not conducted, and therefore, the DC motor 43 is rotated in the forward direction and the brake shoe 21 is driven to the brake application position regardless of the preliminary brake release command (pressure or no pressure). That is, when the preliminary brake command is provided from the vehicle cab, the preliminary brake is applied regardless of the preliminary brake release command.

[0039] In the case of "pressure" of the preliminary brake command from the vehicle cab and the case of "pressure" of the preliminary brake release command from the vehicle cab, the auxiliary switches 463, 464 and the preliminary brake release switches 471, 472 are closed and the second path 45 is conducted, the preliminary brake application switches 461, 462 are opened and the first path 44 is not conducted, and therefore, the DC motor 43 is reversed and the brake shoe 21 is driven to the brake release position. As such, in the case where the preliminary brake release switches 471, 472 are closed in response to the preliminary brake release command "pressure" and the preliminary brake command "pressure" is not provided to the preliminary brake application switches 461, 462, the DC in the second direction (or release direction, reverse direction) is caused to flow in the DC motor 43 to drive the brake shoe 21 to the brake release position.

[0040] In the case of "pressure" of the preliminary brake command from the vehicle cab and the case of "no pressure" of the preliminary brake release command from the vehicle cab, the preliminary brake application switches 461, 462 are opened and the first path 44 is not conducted, the preliminary brake release switches 471, 472 are opened and the second path 45 is not conducted, and therefore, the state of "motor free" in which the DC power of the battery 41 is not supplied to the DC motor 43 is obtained. This combination of the preliminary brake command "pressure" and the preliminary brake release command "no pressure" is taken in the case where the service brake portion 3 normally functions and the preliminary brake portion 4 is not used. As such, in the case where the service brake portion 3 functions, the preliminary brake application switches 461, 462 are opened (pressure) without being provided with the preliminary brake command, and the preliminary brake release switches 471, 472 are opened (no pressure) without being provided with the preliminary brake release command.

[0041] According to the above first embodiment, the brake that has conventionally required manual release in the event of loss of the normal power supply or the like can be easily released by a simple structure of the relay circuit 42, the DC motor 43, or the like constituted by a switch. Further, it is preferable that the normal brake portion 3 and the backup brake portion 4 be constituted by different circuit boards and housed in different housings so as to avoid abnormality in the normal brake portion 3 from affecting the backup brake portion 4.

[0042] Figure 4 The structure of the brake device 1 according to the second embodiment is schematically shown. The same structural elements as in the first embodiment of the brake device 1 according to the first embodiment are denoted by the same reference numerals and repeated explanations are omitted. The brake device 1 is provided with the brake mechanism 2, the normal brake portion 3, and the brake release device 6 as the backup brake portion. Figure 1

[0043] The power transmission mechanism 22 of the brake mechanism 2 is connected to the normal brake portion 3 and the brake release device 6, and transmits the power of the normal brake portion 3 to the brake shoe 21 in the case where the normal brake portion 3 functions, and transmits the power of the brake release device 6 to the brake shoe 21 in the case where the normal brake portion 3 does not function.

[0044] In the case where the normal brake portion 3 normally functions, the brake is controlled to be applied and released by the normal brake portion 3. On the other hand, in the case where the normal brake portion 3 does not normally function, the brake is controlled to be released, specifically, the brake shoe 21 is driven from the brake application position to the brake release position, by the brake release device 6.

[0045] The brake release device 6 constitutes the backup brake portion, and in the case where the normal brake portion 3 cannot drive the brake shoe 21 in the brake application position to the brake release position, the backup brake portion drives the brake shoe 21 to the brake release position in response to a brake release instruction (shown as "operation" in FIG. 6). Figure 4 Specifically, in the case where the normal brake portion 3 does not function, the brake release device 6 drives the brake shoe 21 from the brake application position to the brake release position based on the DC power supplied from the battery 41. The brake release device 6 is provided with the battery 41, the switch 61 as the power supply control portion, and the DC motor 43.

[0046] ​Switch 61 supplies DC power from battery 41 to DC motor 43 in response to a brake release command based on an operation performed by an operator or other person at the vehicle's driver's seat or similar location. Specifically, switch 61 closes when a brake release command is provided, supplying DC power from battery 41 to DC motor 43; switch 61 opens when no brake release command is provided, and does not supply DC power from battery 41 to DC motor 43. DC motor 43 drives brake shoe 21 from the brake operating position to the brake release position based on a second-direction (or release direction, reverse direction) DC current supplied from battery 41 via switch 61.

[0047] According to the second embodiment described above, the brake, which previously required manual release in cases of power outages, can be easily released using a simple structure such as a switch 61 and a DC motor 43. Furthermore, it is preferable to construct the service brake section 3 and the brake release device 6 from different circuit boards and house them in different housings to prevent any abnormalities in the service brake section 3 from affecting the brake release device 6, which serves as the reserve brake section.

[0048] In the second embodiment described above, the portion 10 enclosed by the dashed line constitutes an independent braking unit. That is, the braking unit 10 includes the power transmission mechanism 22 in the brake mechanism 2, the control circuit 32 and motor 33 in the service brake section 3, and the brake release device 6 as a whole. By installing the brake shoe 21 and the vehicle power supply 31 into this braking unit 10, it is possible to construct... Figure 4 Braking device 1.

[0049] exist Figure 5 In the third embodiment, the braking unit 10 does not include the entire brake release device 6, but only includes the DC motor 43. The battery 41 in the brake release device 6 and the switch 61, which serves as a power supply control unit, are integrated into a power switch unit, allowing for attachment and detachment from the braking unit 10, which is equipped with the DC motor 43 as a backup motor. In this way, by making at least a portion of the brake release device 6, which serves as a backup brake, detachable from the braking unit 10, the remaining portion (power switch unit) of the brake release device 6 can be installed on the braking unit 10 only when the brake release device 6 is needed, i.e., when the service brake unit 3 is not functioning and the brake needs to be released via the brake release device 6. By making the power switch unit a separate structure from the braking unit 10, multiple braking units 10 can share a single power switch unit. Alternatively, as... Figure 6 As in the fourth embodiment, the brake release device 6, which serves as a pre-brake unit, is configured to be detachable from the brake unit 10.

[0050] The above describes the present application based on the embodiments. It is understood by those skilled in the art that the embodiments are examples, and various modifications of the components and combinations of the processes can be made, and such modifications are within the scope of the present application.

[0051] Furthermore, the functional configuration of each device described in the embodiments can be realized by hardware resources or software resources, or by cooperation of hardware resources and software resources. As the hardware resources, a processor, a ROM, a RAM, and other LSIs can be used. As the software resources, an operating system, an application program, and other programs can be used.

[0052] For the embodiments in which the plurality of functions are dispersed, some or all of the plurality of functions can be collectively provided, and vice versa. Regardless of whether the functions are collective or dispersed, as long as the functions are configured to achieve the object of the present application.

[0053] Explanation of Reference Numerals

[0054] 1: brake device; 2: brake mechanism; 3: main brake portion; 4: auxiliary brake portion; 5: control portion; 6: brake release device; 10: brake unit; 21: brake shoe; 22: power transmission mechanism; 31: vehicle power supply; 32: control circuit; 33: motor; 41: battery; 42: relay circuit; 43: DC motor; 44: first path; 45: second path; 46: auxiliary relay; 47: release relay; 61: switch; 411: high potential terminal; 412: low potential terminal; 431: first terminal; 432: second terminal; 441: high potential line; 442: low potential line; 451: first parallel line; 452: second parallel line; 461: auxiliary brake application switch; 462: auxiliary brake application switch; 463: auxiliary switch; 464: auxiliary switch; 471: auxiliary brake release switch; 472: auxiliary brake release switch.

Claims

1. A brake device, comprising: a brake mechanism that presses a friction member against a member to be braked of a railway vehicle to brake the railway vehicle; a backup electric motor that is different from a normal electric motor and that is used to drive the brake mechanism; a backup power source that is different from a normal power source and that is used to supply electric power to the backup electric motor; and a power supply control section that controls supply of electric power from the backup power source to the backup electric motor in response to a backup brake command, wherein the backup power source is a direct current power source that supplies direct current electric power, the backup electric motor is a direct current electric motor that drives the brake mechanism based on the direct current electric power, and the power supply control section is a relay circuit that switches a path between the direct current power source and the direct current electric motor in response to the backup brake command.

2. The brake device according to claim 1, wherein the relay circuit comprises: a brake application switch that is provided on a first path that connects the direct current power source and the direct current electric motor, the brake application switch being closed in response to the backup brake command to cause direct current of a first direction to flow in the direct current electric motor, thereby pressing the friction member against the member to be braked; and a brake release switch that is provided on a second path that connects the direct current power source and the direct current electric motor in parallel with the first path, the brake release switch being closed in response to a brake release command to cause direct current of a second direction that is opposite to the first direction to flow in the direct current electric motor, thereby driving the friction member to a brake release position, in a case where the backup brake command is not provided to the brake application switch.

3. The brake device according to claim 2, wherein in a case where the normal electric motor and the normal power source function, the brake application switch is opened without being provided with the backup brake command, and the brake release switch is opened without being provided with the brake release command.

4. The brake device according to claim 2 or 3, wherein the relay circuit comprises an auxiliary switch that is provided on the second path in series with the brake release switch, the auxiliary switch being opened in response to the backup brake command.

5. The brake device according to claim 2 or 3, wherein the first path comprises a high potential line that connects a high potential terminal of the direct current power source and a low potential line that connects a low potential terminal of the direct current power source, and the second path comprises a high potential line that connects the high potential terminal of the direct current power source and a low potential line that connects the low potential terminal of the direct current power source. wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The second path has a first parallel line and a second parallel line, a portion of the first parallel line on the side of the brake release switch closer to the DC power supply is connected to a portion of the high potential line on the side of the brake application switch closer to the DC power supply, a portion of the first parallel line on the side of the brake release switch closer to the DC motor is connected to a portion of the low potential line on the side of the brake application switch closer to the DC motor, a portion of the second parallel line on the side of the brake release switch closer to the DC power supply is connected to a portion of the low potential line on the side of the brake application switch closer to the DC power supply, and a portion of the second parallel line on the side of the brake release switch closer to the DC motor is connected to a portion of the high potential line on the side of the brake application switch closer to the DC motor.

6. The brake device according to any one of claims 1 to 3, wherein At least any one of the preparatory motor, the preparatory power supply, and the power supply control section is detachable with respect to the brake device.

7. The brake device according to claim 6, wherein The preparatory power supply and the power supply control section are detachable with respect to the brake device in which the preparatory motor is provided.

8. A brake device, comprising: a brake mechanism that presses a friction member against a member to be braked of a railway vehicle to brake the railway vehicle; a preparatory motor other than a normal motor that drives the brake mechanism; a preparatory power supply other than a normal power supply that supplies electric power to the preparatory motor; and a power supply control section that controls supply of electric power from the preparatory power supply to the preparatory motor in response to a preparatory brake command, wherein the normal motor drives the friction member based on alternating-current electric power, the brake device further comprises an inverter that generates alternating-current electric power applied to the normal motor based on electric power supplied from the normal power supply.

9. The brake device according to claim 8, wherein the inverter and the power supply control section are constituted by different circuit boards.

10. The brake device according to claim 8, wherein the inverter and the power supply control section are housed in different housings.

11. A preparatory brake control device, comprising: a preparatory power supply other than a normal power supply; a preparatory motor other than a normal motor that drives a friction member that is pressed against a member to be braked of a railway vehicle to brake the railway vehicle based on electric power supplied from the preparatory power supply; and a power supply control section that controls supply of electric power from the preparatory power supply to the preparatory motor in response to a preparatory brake command, wherein the preparatory power supply is a direct-current power supply that supplies direct-current electric power, the preparatory motor is a direct-current motor that performs the driving based on the direct-current electric power, the power supply control section is a relay circuit that switches a path between the direct-current power supply and the direct-current motor in response to the preparatory brake command.

12. A preparatory brake control device, comprising: A backup power source different from a normal power source; A backup electric motor different from a normal electric motor, which drives a friction member that brakes a railway vehicle based on electric power supplied from the backup power source against a braking member of the railway vehicle; A power supply control section that controls supply of electric power from the backup power source to the backup electric motor in response to a backup brake command, wherein The normal electric motor drives the friction member based on alternating-current electric power, The backup brake control device further includes an inverter that generates alternating-current electric power applied to the normal electric motor based on electric power supplied from the normal power source.

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