Brake control device, mechanical brake device, and brake control system

Abstract

A brake control device (1) controls a mechanical brake device (30) comprising: a booster mechanism; a pressing mechanism (31) that presses the booster mechanism by means of an output shaft that slides in response to rotation of a motor (32); and a biasing mechanism that applies force to the booster mechanism by means of a biasing member. The brake control device (1) comprises a drive driver (14) and a mechanism control unit (19). The drive driver (14) converts, in accordance with a target torque, electric power supplied from a power supply device (42) into electric power that is to be supplied to the motor (32), and outputs the converted electric power to the motor (32). The mechanism control unit (19) either permits or limits applying of force to the booster mechanism by the biasing mechanism provided to the mechanical brake device (30).

Description

[Technical Field]

[0001] The present disclosure relates to brake control devices, mechanical brake devices, and brake control systems. [Background technology]

[0002] Railway vehicles are equipped with mechanical brake devices that generate braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is traveling. Mechanical brake devices include air brake devices that press a friction material against the rotating body using a piston that slides in response to the air pressure in a brake cylinder, electric brake devices that press a friction material against the rotating body by sliding the output shaft of a rotary-to-linear motion conversion mechanism using the rotation of a motor, and spring brake devices that press a friction material against the rotating body using the force of a spring.

[0003] An example of this type of mechanical brake device is disclosed in Patent Document 1. The electric brake device disclosed in Patent Document 1 includes a mechanical spring that urges the brake shoe toward the disk, and an electric actuator that urges the brake shoe toward the disk or in the opposite direction. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-25313 Summary of the Invention [Problem to be solved by the invention]

[0005] The electric brake device disclosed in Patent Document 1 uses a mechanical spring and an electric actuator in cooperation to press the brake shoes against the disc during braking. For this reason, the electric brake device disclosed in Patent Document 1 is equipped with a smaller mechanical spring than a mechanical brake device that uses only a mechanical spring to press the brake shoes against the disc. When the electric motor is unloaded, for example, when the railway vehicle is stopped in a depot with power supply to the railway vehicle stopped, this electric brake device generates braking force by using the force of the mechanical spring to press the brake shoes against the disc, thereby stopping the railway vehicle.

[0006] The electric brake device disclosed in Patent Document 1, for example, when a railway vehicle is stopped at a station, drives an electric motor in response to a brake command, urges a brake shoe toward the disk using an electric actuator, and further urges the brake shoe toward the disk using the force of a mechanical spring, thereby suppressing the rolling of the railway vehicle. In other words, the pressing force of the small mechanical spring provided in the electric brake device disclosed in Patent Document 1 alone can be difficult to suppress the rolling of a railway vehicle stopped at a station with a slope or a railway vehicle stopped at a station with passengers on board.

[0007] The present disclosure has been made in consideration of the above-mentioned circumstances, and aims to provide a brake control device, a mechanical brake device, and a brake control system that are capable of suppressing rolling of a railway vehicle. [Means for solving the problem]

[0008] To achieve the above object, a brake control device according to the present disclosure is a brake control device for controlling a mechanical brake device including a booster mechanism that generates braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is traveling in response to an applied force, a pressing mechanism that presses the booster mechanism with an output shaft that slides in response to the rotation of a motor, and a biasing mechanism that applies force to the booster mechanism with a biasing member. The brake control device includes a brake acquisition unit, a target brake force determination unit, a target mechanical brake force determination unit, a drive driver, and a mechanism control unit. The brake acquisition unit acquires a brake command that instructs the railway vehicle to slow down or park. The target brake force determination unit calculates a target brake force from the deceleration corresponding to the brake command. The target mechanical brake force determination unit calculates a target mechanical brake force, which is a target value for the braking force applied by the mechanical brake device, from the target brake force. The drive driver calculates a target torque for the motor from the target mechanical brake force, converts power supplied from a power supply device into power to be supplied to the motor in response to the target torque, and supplies the converted power to the motor. The mechanism control unit allows or limits the force that the biasing mechanism applies to the boosting mechanism. [Effects of the Invention]

[0009] The mechanism control unit of the brake control device according to the present disclosure allows the biasing mechanism to apply force to the booster mechanism, causing the booster mechanism to press the friction material against the rotating body, which generates braking force and makes it possible to suppress the rolling of the railway vehicle. [Brief explanation of the drawings]

[0010] [Figure 1] Block diagram of a brake control system according to a first embodiment [Figure 2] FIG. 1 is a block diagram showing a hardware configuration of a brake control device according to a first embodiment. [Figure 3] FIG. 1 is a diagram showing a configuration of a mechanical brake device according to a first embodiment. [Figure 4] FIG. 10 is a diagram showing an example of the operation of the mechanical brake device according to the first embodiment. [Figure 5]FIG. 10 is a diagram showing another example of the operation of the mechanical brake device according to the first embodiment. [Figure 6] 1 is a flowchart showing an example of the operation of a brake control process performed by the brake control device according to the first embodiment. [Figure 7] FIG. 10 is a diagram showing the configuration of a mechanical brake device according to a second embodiment. [Figure 8] FIG. 10 is a diagram showing an example of the operation of the mechanical brake device according to the second embodiment. [Figure 9] FIG. 10 is a diagram showing another example of the operation of the mechanical brake device according to the second embodiment. [Figure 10] FIG. 10 is a diagram showing another example of the operation of the mechanical brake device according to the second embodiment. [Figure 11] Block diagram of a modified example of the brake control system according to the embodiment. [Figure 12] FIG. 1 is a block diagram showing a modification of the hardware configuration of a brake control device according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, a brake control device, a mechanical brake device, and a brake control system according to embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or equivalent parts are designated by the same reference numerals.

[0012] (Embodiment 1) A brake control device according to a first embodiment will be described using as an example a brake control device that is mounted on a railway vehicle that decelerates using electric braking force and mechanical braking force and controls a mechanical braking device provided for each wheel. A brake control system 100 shown in Fig. 1 includes a mechanical braking device 30 that generates braking force based on at least one of the rotational force of a motor 32 and the pressing force of a biasing mechanism, and a brake control device 1 that controls the mechanical braking device 30. Note that Fig. 1 shows only the components related to electrical control among the components of the mechanical braking device 30.

[0013] The brake control device 1 includes a brake acquisition unit 11 that acquires a brake command from an operation unit 41 provided, for example, in the driver's cab, a target brake force determination unit 12 that determines a target brake force, which is a target value of the brake force, from the brake command acquired by the brake acquisition unit 11, and a target mechanical brake force determination unit 13 that determines a target mechanical brake force, which is a target value of the brake force by the mechanical brake device 30, from the target brake force.

[0014] The brake control device 1 includes a drive driver 14 that calculates the target torque of the motor 32 provided in the mechanical brake device 30 from the target mechanical brake force, converts the power supplied from the power supply device 42 according to the target torque into power to be supplied to the motor 32, and outputs the converted power to the motor 32, and a mechanism control unit 19 that controls the actuation mechanism provided in the mechanical brake device 30.

[0015] When the brake command instructs parking of the railway vehicle, the brake control device 1 stops the supply of power to the motor 32 of the mechanical brake device 30 and allows the biasing mechanism to press. As a result, the mechanical brake device 30 generates a braking force based on the pressing force of the biasing mechanism, making it possible to suppress the rolling of the railway vehicle.

[0016] The following describes each part of the brake control device 1. The brake acquisition unit 11 acquires from the operation unit 41 brake commands including at least one of a service brake command B1, an emergency brake command B2, a safety brake command B3, and a parking brake command B4.

[0017] The service brake command B1 is a brake command that instructs the railway vehicle to decelerate under normal circumstances and indicates the target deceleration of the railway vehicle. The emergency brake command B2 is a brake command that instructs the railway vehicle to decelerate under emergency circumstances and indicates an emergency deceleration that is a target deceleration that is equal to or greater than the maximum value of the target deceleration of the service brake command B1. The safety brake command B3 is a brake command that is used when the railway vehicle has not decelerated sufficiently when the service brake command B1 or emergency brake command B2 has been input. The parking brake command B4 is a brake command that instructs the railway vehicle to stop.

[0018] The operation unit 41 has a main controller that outputs a service brake command B1 indicating a target deceleration or an emergency brake command B2 indicating an emergency deceleration to the brake acquisition unit 11, a safety brake operation device that outputs a safety brake command B3 to the brake acquisition unit 11 and the mechanism control unit 19, and a parking brake operation device that outputs a parking brake command B4 to the brake acquisition unit 11 and the mechanism control unit 19.

[0019] When the operator operates the service brakes, the master controller outputs a service brake command B1 indicating a target deceleration corresponding to the notch according to the operator's operation to the brake acquisition unit 11. When the operator operates to activate the emergency brakes, the master controller outputs an emergency brake command B2 indicating the emergency deceleration to the brake acquisition unit 11.

[0020] The safety brake actuator generates an H (High) level safety brake command B3 when the operator performs an operation to activate the safety brake, and generates an L (Low) level safety brake command B3 when the operator does not perform an operation to activate the safety brake. The safety brake actuator sends the generated safety brake command B3 to the brake acquisition unit 11 and the mechanism control unit 19.

[0021] The parking brake actuator generates a parking brake command B4 of H level when the operator performs an operation to activate the parking brake, and generates a parking brake command B4 of L level when the operator does not perform an operation to activate the parking brake. The parking brake actuator sends the generated parking brake command B4 to the brake acquisition unit 11 and the mechanism control unit 19.

[0022] The brake acquisition unit 11 acquires brake commands including at least one of a service brake command B1, an emergency brake command B2, and a safety brake command B3 that instruct the railway vehicle to decelerate, and a parking brake command B4 that instructs the railway vehicle to park, from the operation unit 41. When the brake acquisition unit 11 acquires the service brake command B1 or the emergency brake command B2, it sends the acquired service brake command B1 or emergency brake command B2 to the target braking force determination unit 12.

[0023] When the brake acquisition unit 11 acquires the safety brake command B3 or the parking brake command B4 that is at H level, it sends the safety brake command B3 or the parking brake command B4 to the drive driver 14 and turns off the relay 20 that electrically connects the power supply device 42 and the drive driver 14. As a result, the power supply to the drive driver 14 is stopped, and the drive driver 14 stops operating. Therefore, the power supply to the motor 32 of the mechanical brake device 30 is stopped, and the motor 32 stops operating. As a result, no braking force is generated in the mechanical brake device 30 by the rotational force of the motor 32.

[0024] When the brake acquisition unit 11 acquires the parking brake command B4 and another brake command, for example, the service brake command B1, it prioritizes control based on the parking brake command B4. Specifically, when the brake acquisition unit 11 acquires the parking brake command B4 and the service brake command B1, it sends the parking brake command B4 to the drive driver 14 and turns off the relay 20. At this time, the brake acquisition unit 11 does not send the service brake command B1 to the target braking force determination unit 12.

[0025] The target braking force determination unit 12 calculates the target braking force from the deceleration corresponding to a brake command that instructs the railway vehicle to slow down or park. In particular, the target braking force determination unit 12 calculates the target braking force of the railway vehicle from the target deceleration indicated by the service brake command B1 or the emergency deceleration indicated by the emergency brake command B2. Specifically, the target braking force determination unit 12 obtains the weight of the vehicle from a load compensation device (not shown), and calculates the target braking force by multiplying the weight of the vehicle by the target deceleration or the emergency deceleration. The target braking force determination unit 12 sends the calculated target braking force to the target mechanical braking force determination unit 13.

[0026] The target brake force determination unit 12 determines, from the determined target brake force, a target electric brake force that is a target value for the electric brake force generated by consuming the electric power generated when the traction motor that generates the propulsion force for the railway vehicle operates as a generator. The target brake force determination unit 12 sends the determined target electric brake force to the main circuit control device 43.

[0027] The main circuit control device 43 converts power supplied from the current collector into power to be supplied to the traction motors and supplies the converted power to the traction motors, or controls a main power conversion device that converts power supplied from the traction motors operating as generators into power to be supplied to other railway vehicles and outputs the converted power to the current collectors. During braking, the main circuit control device 43 controls the main power conversion device in accordance with the target electric brake force obtained from the target brake force determination unit 12. Electric brake force is generated when power supplied from the traction motors operating as generators is supplied to and consumed by other railway vehicles. The main circuit control device 43 sends regenerative feedback indicating the actual electric brake force, which is the electric brake force that is actually generated, to the target mechanical brake force determination unit 13.

[0028] The target mechanical brake force determination unit 13 determines the target mechanical brake force, which is a target value for the mechanical brake force generated by the mechanical brake device 30, from the difference between the target brake force and the actual electric brake force indicated by the regenerative feedback. The target mechanical brake force determination unit 13 acquires the pressing force of the mechanical brake device 30 from a load cell 38 provided in the mechanical brake device 30, and determines the actual mechanical brake force corresponding to the mechanical brake force that is actually generated. The target mechanical brake force determination unit 13 performs feedback control based on the actual mechanical brake force, adjusts the value of the target mechanical brake force, and sends the adjusted target mechanical brake force to the drive driver 14.

[0029] The drive driver 14 includes a speed control unit 15 that calculates a target torque from a target mechanical braking force, a torque control unit 16 that generates a PWM (Pulse Width Modulation) signal from the target torque and the actual torque, which is the torque of the actual motor 32, and outputs the PWM signal, and a power conversion circuit 17 that converts the power supplied from the power supply device 42 into power to be supplied to the motor 32 provided in the mechanical braking device 30.

[0030] The speed control unit 15 acquires the target mechanical braking force from the target mechanical braking force determination unit 13, and acquires the rotation speed of the motor 32 from the pulse detection sensor 37 of the mechanical braking device 30. The speed control unit 15 calculates a target pressing force, which is a target value of the pressing force of the mechanical braking device 30, from the target mechanical braking force. The speed control unit 15 calculates a target torque, which is a target value of the torque of the motor 32, from the target pressing force and parameters of the mechanical braking device 30. The parameters of the mechanical braking device 30 are used to convert the pressing force into torque of the motor 32. The speed control unit 15 is assumed to store information about the parameters of the mechanical braking device 30 in advance. The speed control unit 15 acquires the rotation speed of the motor 32 from the pulse detection sensor 37, adjusts the calculated target torque to gradually increase the rotation speed of the motor 32, and outputs the adjusted target torque to the torque control unit 16.

[0031] The torque control unit 16 obtains the target torque of the motor 32 from the speed control unit 15 and obtains the measured value of the output current of the power conversion circuit 17 from the current sensor 18. Specifically, the torque control unit 16 obtains the measured values ​​of the U-phase current and the V-phase current from the current sensor 18 and calculates the value of the W-phase current from the measured values ​​of the U-phase current and the V-phase current. The torque control unit 16 calculates the actual torque of the motor 32 from the U-phase current, the V-phase current, and the W-phase current. The torque control unit 16 performs feedback control based on the target torque and the actual torque to generate a PWM signal. The torque control unit 16 outputs the PWM signal to each of the multiple switching elements included in the power conversion circuit 17.

[0032] When the torque control unit 16 acquires the safety brake command B3 or the parking brake command B4 at H level from the brake acquisition unit 11, it stops the power conversion circuit 17. In detail, when the torque control unit 16 acquires the safety brake command B3 or the parking brake command B4 at H level from the brake acquisition unit 11, it outputs to each switching element of the power conversion circuit 17 a PWM signal that turns the switching element off.

[0033] The power conversion circuit 17 has a plurality of switching elements controlled by a PWM signal supplied from the torque control unit 16. Through the switching operation of the plurality of switching elements, the power conversion circuit 17 converts the DC power supplied from the power supply device 42 into three-phase AC power, and supplies the three-phase AC power to the motor 32 of the mechanical brake device 30.

[0034] The power supply device 42 converts power supplied from a current collector (not shown) into power to be supplied to the power conversion circuit 17, and outputs the converted power to the power conversion circuit 17. The power supply device 42 receives DC power from a current collector that obtains power from a substation via a power supply line, and includes an inverter that converts the DC power to AC power, and a rectifier circuit that rectifies the AC power to DC power. The power supply device 42 is connected to the power conversion circuit 17 via a relay 20.

[0035] The mechanism control unit 19 switches on and off a relay 45 that electrically connects the solenoid 40, which regulates the biasing mechanism, and the solenoid power supply 44. In the first embodiment, the relay 45 is normally set to on. When the mechanism control unit 19 acquires a safety brake command B3 or a parking brake command B4 that is at H level, it turns off the relay 45. When the relay 45 turns off, the power supply to the solenoid 40 is stopped. As an example, when the operator performs an operation to activate the safety brake or the parking brake, the relay 45 is turned off and the power supply to the solenoid 40 is stopped.

[0036] The hardware configuration of the brake control device 1 having the above-described configuration is shown in FIG. 2. The brake control device 1 includes a processor 81, a memory 82, and an interface 83. The processor 81, the memory 82, and the interface 83 are connected to one another via a bus 80. The functions of each unit of the brake control device 1 are realized by software, firmware, or a combination of software and firmware. The software and firmware are written as programs and stored in the memory 82. The processor 81 reads and executes the programs stored in the memory 82, thereby realizing the functions of each unit described above. In other words, the memory 82 stores programs for executing the processing of each unit of the brake control device 1.

[0037] The memory 82 includes, for example, non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read-Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable and Programmable Read-Only Memory), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), etc.

[0038] The brake control device 1 is connected to the operating unit 41, the power supply device 42, the main circuit control device 43, the relay 45, and the mechanical brake device 30 via an interface 83. The interface 83 has interface modules that comply with one or more standards depending on the connection destination.

[0039] 1 and 3 generates a braking force by pressing a friction material 50 against a rotating body 60 that rotates when the railway vehicle is traveling. The mechanical brake device 30 includes a booster mechanism 39 that presses the friction material 50 against the rotating body 60 in response to an applied force, a pressing mechanism 31 that presses the booster mechanism 39 with an output shaft 35a that slides in response to the rotation of a motor 32, and a biasing mechanism 36 that applies a force to the booster mechanism 39. The mechanical brake device 30 also includes a pulse detection sensor 37 that detects the rotation speed of the motor 32, a load cell 38 that detects the pressing force of the booster mechanism 39, and a solenoid 40 that regulates the biasing mechanism 36.

[0040] The pressing mechanism 31 is driven by power supplied from the drive driver 14 included in the brake control device 1 and includes a motor 32 that rotates a drive shaft 32a, a holding mechanism 33 that is connected to the input side and transmits the rotation of the motor 32 to the output side, and a reducer 34 that is connected to the output side of the holding mechanism 33 and reduces the rotation speed before outputting it. The pressing mechanism 31 includes a rotary-to-linear conversion mechanism 35 that is connected to the drive shaft 32a of the motor 32 via the holding mechanism 33 and the reducer 34 and slides an output shaft 35a in response to the rotation of the drive shaft 32a to press it against the power-boosting mechanism 39.

[0041] The biasing mechanism 36 has a structure that applies a force to the power-assisting mechanism 39. In detail, the biasing mechanism 36 has a biasing member 36a that biases an abutting member 36b attached to an end thereof toward the power-assisting mechanism 39.

[0042] The following describes in detail each part of the mechanical brake device 30. The motor 32 is driven and rotated by three-phase AC power supplied from the power conversion circuit 17. The rotation of the motor 32 is transmitted to the holding mechanism 33 via a drive shaft 32a.

[0043] The holding mechanism 33 transmits the rotational force transmitted from the motor 32 to the reducer 34. The holding mechanism 33 prevents the rotation of the reducer 34 from being transmitted to the motor 32.

[0044] The reducer 34 reduces the rotational speed of the motor 32 and transmits the rotational force of the motor 32 to the rotary-to-linear motion conversion mechanism 35 .

[0045] The rotary-to-linear motion conversion mechanism 35 is connected to the drive shaft 32a of the motor 32 via the holding mechanism 33 and the reducer 34. When the motor 32 rotates in the forward direction, the output shaft 35a of the rotary-to-linear motion conversion mechanism 35 moves toward the power-assist mechanism 39. As shown in FIG. 4, when the output shaft 35a presses against the power-assist mechanism 39, the power-assist mechanism 39 presses the friction material 50 against the rotating body 60, generating a mechanical braking force. When the motor 32 rotates in the reverse direction, the output shaft 35a moves away from the power-assist mechanism 39, and the output shaft 35a moves from the state shown in FIG. 4 to a position away from the power-assist mechanism 39 as shown in FIG. 3.

[0046] The biasing member 36a of the biasing mechanism 36 is a spring wound around the extension direction of the output shaft 35a of the rotary-to-linear motion conversion mechanism 35 at a position away from the outer circumferential surface of the output shaft 35a. The biasing member 36a expands and contracts in the extension direction of the output shaft 35a. The distance between the end of the biasing member 36a on the solenoid 40 side and the booster mechanism 39 is shorter than the natural length of the spring that forms the biasing member 36a. The biasing member 36a is made of a magnetic material.

[0047] The biasing member 36a biases the annular contact member 36b attached to its end toward the power-assist mechanism 39. As shown in FIG. 5, when the contact member 36b presses the power-assist mechanism 39, the power-assist mechanism 39 presses the friction material 50 against the rotating body 60, generating a mechanical braking force. The spring forming the biasing member 36a has a spring constant large enough to generate a braking force that suppresses the rolling of the railway vehicle. The spring constant of the spring forming the biasing member 36a is preferably large enough to generate a braking force that suppresses the rolling of the railway vehicle when it is stopped on a slope.

[0048] 3, the output shaft 35a moves in a direction away from the power-assist mechanism 39 when the motor 32 rotates in the reverse direction, causing the biasing member 36a to contract in a direction away from the power-assist mechanism 39. In this state, when the mechanism control unit 19 turns on the relay 45 to energize the solenoid 40, the solenoid 40 uses its magnetic force to attract and hold the biasing member 36a in a direction away from the power-assist mechanism 39. As a result, the abutment member 36b attached to the end of the biasing member 36a is positioned away from the power-assist mechanism 39, limiting the biasing member 36a's ability to press against the power-assist mechanism 39.

[0049] When the mechanism control unit 19 turns off the relay 45 to stop the power supply to the solenoid 40, the magnetic force of the solenoid 40 is not generated, and the biasing member 36a biases the abutting member 36b toward the power-assisting mechanism 39, as shown in FIG. 5. In other words, the biasing mechanism 36 is allowed to press the power-assisting mechanism 39.

[0050] The force-assist mechanism 39 presses the friction material 50 against the rotating body 60 in response to the force applied from at least one of the pressing mechanism 31 and the biasing mechanism 36. In the first embodiment, the force-assist mechanism 39 is a lever mechanism that amplifies the force applied to the force point 39a from at least one of the pressing mechanism 31 and the biasing mechanism 36 and outputs the amplified force from the action point 39d. In detail, the force-assist mechanism 39 has an arm 39c that can rotate around a fulcrum 39b. The friction material 50 is attached to the action point 39d, which is located at the end of the arm 39c on the opposite side of the fulcrum 39b from the force point 39a.

[0051] The friction material 50 is a brake shoe, a brake pad, etc. The rotating body 60 is a wheel, a disc rotor, etc. As shown in Figures 4 and 5, when force is applied to the force point 39a of the power-assisting mechanism 39, the arm 39c rotates around the fulcrum 39b. As a result, the friction material 50 attached to the application point 39d is pressed against the rotating body 60, generating a mechanical braking force, and thus providing the braking force for the railway vehicle.

[0052] 4, the torque of the motor 32 presses the output shaft 35a against the power amplifier 39, thereby pressing the friction material 50 against the rotating body 60. Parameters for calculating the torque of the motor 32 from the force pressing the friction material 50 against the rotating body 60 are determined by the relative positions of the force point 39a, fulcrum 39b, and point of application 39d of the power amplifier 39, the ratio between the rotational momentum that is the input to the rotary-to-linear motion conversion mechanism 35 and the linear momentum that is the output, the reduction ratio of the reducer 34, etc. The speed control unit 15 of the drive driver 14 stores the above parameters in advance as parameters of the mechanical brake device 30.

[0053] The pulse detection sensor 37 is attached near the motor 32 and detects the number of rotations of the motor 32. The pulse detection sensor 37 sends the detected number of rotations of the motor 32 to the speed control unit 15 included in the driver .

[0054] The load cell 38 is provided in the power-assist mechanism 39, measures the pressing force with which the power-assist mechanism 39 presses the friction material 50 against the rotating body 60, and sends the measured value to the target mechanical brake force determination unit 13 provided in the brake control device 1.

[0055] The brake control process performed by the brake control device 1 having the above configuration will be described with reference to Fig. 6. When the railway vehicle starts operation, the brake control device 1 starts the process shown in Fig. 6. Specifically, when a lift switch is operated to bring a pantograph, which is an example of a current collector, into contact with an overhead wire, which is an example of a power supply line, the brake control device 1 starts the process shown in Fig. 6.

[0056] The brake acquisition unit 11 repeats the process of step S11 while it has not acquired a brake command from the operation unit 41 (step S11; No).

[0057] When the brake acquisition unit 11 acquires a brake command from the operation unit 41 (step S11; Yes), it determines whether the brake command is a safety brake command B3 or a parking brake command B4 that is at H level (step S12). If the brake command is a safety brake command B3 or a parking brake command B4 that is at H level (step S12; Yes), the mechanism control unit 19, which has acquired the brake command from the brake acquisition unit 11, allows the biasing mechanism 36 to press the boosting mechanism 39 (step S13).

[0058] More specifically, the mechanism control unit 19 turns off the relay 45. As a result, the power supply to the solenoid 40 is stopped. When the power supply to the solenoid 40 is stopped, the magnetic force of the solenoid 40 is not generated, and the biasing member 36a biases the abutting member 36b toward the booster mechanism 39. As a result, the abutting member 36b biased by the biasing member 36a is pressed against the booster mechanism 39, and as shown in FIG. 5, the booster mechanism 39 operates to press the friction material 50 against the rotating body 60, generating a braking force.

[0059] As shown in Figure 6, the torque control unit 16, which has acquired a brake command that is a safety brake command B3 or a parking brake command B4 from the brake acquisition unit 11, stops the power conversion circuit 17, thereby stopping the power supply to the motor 32 (step S14).

[0060] If the brake command is neither the safety brake command B3 nor the parking brake command B4, in other words, if it is the service brake command B1 or the emergency brake command B2 (step S12; No), the target brake force determination unit 12, which has acquired the service brake command B1 or the emergency brake command B2 from the brake acquisition unit 11, calculates the target brake force from the target deceleration indicated by the service brake command B1 or the emergency deceleration indicated by the emergency brake command B2 (step S15). The target brake force determination unit 12 sends the calculated target brake force to the target mechanical brake force determination unit 13.

[0061] The target braking force determination unit 12 determines a target electric braking force from the determined target braking force (step S16). The target braking force determination unit 12 sends the determined target electric braking force to the main circuit control device 43.

[0062] The target mechanical brake force determination unit 13 calculates the target mechanical brake force from the difference between the target brake force calculated in step S15 and the actual electric brake force indicated by the regenerative feedback obtained from the main circuit control device 43 (step S17). The speed control unit 15 included in the drive driver 14 calculates a target pressing force from the target mechanical brake force calculated in step S17, and calculates a target torque for the motor 32 from the target pressing force (step S18). The torque control unit 16 included in the drive driver 14 controls the power conversion circuit 17 by sending a PWM signal corresponding to the target torque calculated in step S18 to each switching element of the power conversion circuit 17, thereby causing the power conversion circuit 17 to supply power to the motor 32 (step S19). The power conversion circuit 17, controlled by the torque control unit 16, converts the power supplied from the power supply device 42 into power to be supplied to the motor 32, and supplies the converted power to the motor 32.

[0063] When the motor 32 receives the supply of electric power and rotates in the forward direction, the output shaft 35a of the rotary-to-linear motion conversion mechanism 35 moves toward the power-assist mechanism 39 and presses against the power-assist mechanism 39, as shown in Figure 4. This activates the power-assist mechanism 39, pressing the friction material 50 against the rotating body 60 and generating a braking force.

[0064] When the processing of step S14 or S19 is completed, the brake control device 1 repeats the above-described processing from step S11. The brake control device 1 repeats the brake control processing shown in Fig. 6 at predetermined intervals while the railway vehicle is in operation.

[0065] As described above, when a brake command instructs parking of the railway vehicle, the brake control device 1 according to the first embodiment stops the supply of power to the motor 32 of the mechanical brake device 30 and allows the biasing mechanism 36 to press the booster mechanism 39. As a result, a mechanical braking force is generated by the spring force, making it possible to suppress the rolling of the railway vehicle.

[0066] When the safety brake command B3 or the parking brake command B4 is input, as described above, the brake control device 1 stops the output of power to the motor 32 of the mechanical brake device 30 and allows the biasing mechanism 36 to press the booster mechanism 39. Therefore, during safety operation and parking, the mechanical brake device 30 can be operated to generate mechanical braking force without consuming power.

[0067] According to the brake control device 1 of the first embodiment, the brake control based on each of the service brake command B1, the emergency brake command B2, the safety brake command B3, and the parking brake command B4 can be performed by a common brake control device 1.

[0068] The mechanical brake device 30 includes a pressing mechanism 31 and a boosting mechanism 39 that correspond to an electric brake, and an urging mechanism 36 that has an urging member 36a formed by a spring. Therefore, it is smaller in size than a mechanical brake that includes an air brake and an electric brake that are independent of each other.

[0069] (Embodiment 2) The boosting mechanism is not limited to a mechanism that presses the friction material 50 against the rotating body 60 in response to a pushing force, but may be a mechanism that presses the friction material 50 against the rotating body 60 in response to a pulling force. A brake control device that controls the mechanical brake device 30 that generates braking force using a mechanism different from that in the first embodiment will be described in the second embodiment, focusing on the differences from the first embodiment.

[0070] The configuration of the brake control device 1 according to the second embodiment is the same as that of the first embodiment. As shown in Fig. 7 , the mechanical brake device 30 controlled by the brake control device 1 includes a plurality of lever mechanisms, specifically, a booster mechanism 51 having a first lever mechanism 52 and a second lever mechanism 53, a mounting member 54 for attaching a friction material 50 to the booster mechanism 51, a pressing mechanism 31 for pressing the first lever mechanism 52, an urging mechanism 56 for applying force to the second lever mechanism 53, a latch 55 for allowing or restricting movement of the urging mechanism 56, and a solenoid 40 for moving the latch 55.

[0071] The force-assisting mechanism 51 presses the friction material 50 against the rotating body 60 in response to at least one of the force applied to the first lever mechanism 52 by the pressing mechanism 31 and the force applied to the second lever mechanism 53 by the biasing mechanism 56.

[0072] The first lever mechanism 52 has a configuration similar to that of the force-amplifying mechanism 39 shown in the embodiment. In detail, the first lever mechanism 52 amplifies the force applied from the pressing mechanism 31 to a force point 52a and outputs the amplified force from a point of action 52d. The first lever mechanism 52 has an arm 52c that can rotate around a fulcrum 52b. The friction material 50 is attached by a mounting member 54 to a point of action 52d located at the end of the arm 52c on the opposite side from the force point 52a with respect to the fulcrum 52b.

[0073] The second lever mechanism 53 amplifies the force applied to the force point 53a from the biasing mechanism 56 and outputs the amplified force from the action point 53d. The second lever mechanism 53 has an arm 53c that can rotate around a fulcrum 53b. The friction material 50 is attached by an attachment member 54 to the action point 53d, which is located at the end of the arm 53c on the opposite side from the force point 53a with respect to the fulcrum 53b.

[0074] As described above, the friction material 50 is attached to the point of application 52d of the arm 52c of the first lever mechanism 52 and the point of application 53d of the arm 53c of the second lever mechanism 53 by the attachment member 54. The friction material 50 is pressed against the rotating body 60 by a force generated at least at the point of application 52d of the arm 52c and the point of application 53d of the arm 53c.

[0075] The latch 55 is a movable member at least a portion of which is made of a magnetic material. When the solenoid 40 is energized, the latch 55 is attracted to the solenoid 40 by the magnetic force generated by the solenoid 40, as shown in FIG. 7 . By being attracted to the solenoid 40, the latch 55 is positioned near the solenoid 40 and limits the movement of the biasing mechanism 56. In other words, when the solenoid 40 is energized, the magnetic force generated causes the latch 55 to be attracted to a position where it abuts against the biasing mechanism 56 and limits the movement of the biasing mechanism 56. At this time, the latch 55 presses the biasing mechanism 56 toward the force point 53a of the second lever mechanism 53.

[0076] When the solenoid 40 is not energized, in other words, when the power supply to the solenoid 40 is stopped, the latch 55 is positioned away from the solenoid 40 as shown in Figure 8, thereby allowing the biasing mechanism 56 to move. The latch 55 is supported, for example, by a casing (not shown) that houses the biasing mechanism 56.

[0077] The biasing mechanism 56 has a shaft 56a having one end attached to the force point 53a of the arm 53c of the second lever mechanism 53 and having a plate-shaped member 56c having a shape that can abut against the latch 55 attached to the other end, and a biasing member 56b which is a spring having one end attached to the plate-shaped member 56c and wound around the shaft 56a.

[0078] A plate-like member 56c attached to the other end of the shaft 56a has a shape that allows a surface to come into contact with the latch 55 that is attracted by the solenoid 40, and that can compress the biasing member 56b between it and the arm 53c.

[0079] The spring forming the biasing member 56b has a spring constant large enough to generate a braking force that suppresses the rolling of the railway vehicle. When the solenoid 40 is energized, the biasing member 56b is sandwiched between the plate-shaped member 56c and the arm 53c and pressed and compressed, as shown in FIG.

[0080] The operation of the mechanical brake device 30 will be described below. When the brake acquisition unit 11 acquires the safety brake command B3 or the parking brake command B4 and the mechanism control unit 19 turns off the relay 45, the power supply to the solenoid 40 is stopped. When the power supply to the solenoid 40 is stopped, the magnetic force of the solenoid 40 is not generated, and the latch 55 is positioned away from the solenoid 40, as shown in FIG. 8.

[0081] The latch 55 is positioned away from the solenoid 40, thereby allowing the biasing mechanism 56 to move. In the state shown in FIG. 7, the biasing member 56b is sandwiched between the plate-shaped member 56c and the arm 53c and contracted. When the movement of the biasing mechanism 56 is no longer restricted by the latch 55, the biasing member 56b extends in the extension direction of the shaft 56a as shown in FIG. 8, and pushes the plate-shaped member 56c toward the solenoid 40. As a result, the shaft 56a moves toward the solenoid 40. As the shaft 56a moves toward the solenoid 40, a traction force is applied to the force point 53b of the arm 53c of the second lever mechanism 53.

[0082] When one end of the arm 53c close to the force point 53a is pulled toward the solenoid 40, the arm 53c rotates counterclockwise around the fulcrum 53b from the state shown in FIG. 7. As a result, as shown in FIG. 8, the friction material 50 attached to the force point 53d of the arm 53c by the attachment member 54 is pressed against the rotating body 60. This generates a mechanical braking force.

[0083] As shown in Fig. 9, the first lever mechanism 52 and the second lever mechanism 53 may operate simultaneously. In the example of Fig. 9, the pressing mechanism 31 presses the force point 52a of the arm 52c of the first lever mechanism 52, and the biasing mechanism 56 applies a traction force to the force point 53c of the arm 53c of the second lever mechanism 53. As a result, the friction material 50 is pressed against the rotating body 60 by the force-assisting mechanism 51, generating a mechanical braking force.

[0084] As another example, when the brake acquisition unit 11 acquires a service brake command B1 or an emergency brake command B2, only the first lever mechanism 52 may operate, as shown in Fig. 10. At this time, the second lever mechanism 53 does not operate. In detail, as in the first embodiment, when the motor 32 receives power and rotates in the forward direction, the output shaft 35a of the rotary-to-linear motion conversion mechanism 35 moves toward the first lever mechanism 52 and presses against the first lever mechanism 52. This causes the first lever mechanism 52 to operate, pressing the friction material 50 against the rotating body 60 and generating a mechanical braking force.

[0085] As described above, the brake control device 1 according to the second embodiment allows the biasing mechanism 56 to apply force to the second lever mechanism 53 of the booster mechanism 51, specifically, allows the biasing mechanism 56 to pull the second lever mechanism 53. As a result, a mechanical braking force is generated by the spring force, making it possible to suppress the rolling of the railway vehicle.

[0086] The present disclosure is not limited to the above-described embodiment. The brake control device 1 may allow the biasing mechanism 36 to press the booster mechanism 39 to generate braking force by the mechanical brake device 30 even when a service brake command B1 or an emergency brake command B2 is input. The mechanism control unit 19 included in the brake control device 2 shown in Fig. 11 turns off the relay 45 when any of the service brake command B1, emergency brake command B2, safety brake command B3, and parking brake command B4 is input.

[0087] The method by which the brake control devices 1, 2 acquire brake commands is not limited to the above example. As one example, the brake acquisition unit 11 may acquire the service brake command B1 via a train information management system. As another example, the brake acquisition unit 11 may acquire the emergency brake command B2 from an ATS (Automatic Train Stop) device, an emergency switch, or the like. As another example, the brake acquisition unit 11 may acquire the safety brake command B3 from a safety brake controller that outputs an H-level safety brake command B3 if the deceleration is less than a threshold when the service brake command B1 or emergency brake command B2 is input.

[0088] The brake control process performed by the brake control devices 1 and 2 is not limited to the above example. As an example, step S13 and step S14 in Fig. 6 may be performed in parallel.

[0089] The configuration of the mechanical brake device 30 is not limited to the above example. As an example, the boost mechanisms 39, 51 are not limited to lever mechanisms, and may be, for example, toggle mechanisms, link mechanisms, etc. As another example, the mechanical brake device 30 does not need to include the load cell 38. When the load cell 38 is not provided, the speed control unit 15 of the drive driver 14 may perform feedback control based on, for example, the speed of the railway vehicle.

[0090] When the power supply to the drive driver 14 is stopped, not only during the parking brake but also because the current collector is separated from the power supply line, for example, the drive driver 14 stops supplying power to the motor 32 of the mechanical brake device 30. As a result, the motor 32 stops operating, and no braking force is generated in the mechanical brake device 30 by the rotational force of the motor 32.

[0091] When the railway vehicle is a railway vehicle that decelerates using only mechanical braking force without using electric braking force, the target mechanical braking force determination unit 13 simply determines the target mechanical braking force from the target braking force determined by the target braking force determination unit 12.

[0092] The core part of the control processing system, which includes the processor 81, memory 82, and interface 83, can be realized using a normal computer system rather than a dedicated system. For example, a computer program for executing the above-described operations may be stored and distributed on a computer-readable recording medium (such as a flexible disk, a CD-ROM (Compact Disc-Read Only Memory), or a DVD-ROM (Digital Versatile Disc-Read Only Memory)), and the brake control devices 1 and 2 that execute the above-described processes may be realized by installing the computer program on a computer. Alternatively, the brake control devices 1 and 2 may be realized by storing the computer program in a storage device of a server device on a communication network and downloading it to a normal computer system.

[0093] When the functions of the brake control devices 1, 2 are realized by sharing the functions between an OS (Operating System) and an application program, or by collaboration between the OS and the application program, only the application program portion may be stored on a recording medium, storage device, etc.

[0094] It is also possible to superimpose a computer program on a carrier wave and distribute it via a communication network. For example, the computer program may be posted on a bulletin board system (BBS) on the communication network and distributed via the communication network. The computer program may then be started and executed under the control of the OS in the same way as other application programs, thereby executing the above-described processing.

[0095] As shown in FIG. 12 , the brake control devices 1 and 2 may be realized by a processing circuit 84. The processing circuit 84 is connected to the operation unit 41, the power supply device 42, the main circuit control device 43, the relay 45, and the mechanical brake device 30 via an interface circuit 85. When the processing circuit 84 is dedicated hardware, the processing circuit 84 is, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Each unit of the brake control devices 1 and 2 may be realized by a separate processing circuit 84, or each unit of the brake control devices 1 and 2 may be realized by a common processing circuit 84.

[0096] Some of the functions of the brake control devices 1 and 2 may be realized by dedicated hardware, and other functions may be realized by software or firmware. For example, the drive driver 14 and the mechanism control unit 19 may be realized by a processing circuit 84 shown in Fig. 12, and the brake acquisition unit 11, the target braking force determination unit 12, and the target mechanical braking force determination unit 13 may be realized by a processor 81 shown in Fig. 2 reading and executing programs stored in a memory 82. Various aspects of the present disclosure are summarized below as appendices. (Appendix 1) A brake control device for controlling a mechanical brake device that includes a booster mechanism that generates a braking force by pressing a friction material against a rotating body that rotates when a railway vehicle is running in response to an applied force, a pressing mechanism that presses the booster mechanism with an output shaft that slides in response to the rotation of a motor, and a biasing mechanism that applies a force to the booster mechanism with a biasing member, a brake acquisition unit that acquires a brake command instructing the railway vehicle to slow down or park; a target braking force determination unit that determines a target braking force from the deceleration corresponding to the brake command; a target mechanical brake force determination unit that determines a target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; a driver that calculates a target torque of the motor from the target mechanical brake force, converts electric power supplied from a power supply device into electric power to be supplied to the motor in accordance with the target torque, and supplies the converted electric power to the motor; a mechanism control unit that allows or restricts the biasing mechanism from applying a force to the boosting mechanism; A brake control device comprising: (Appendix 2) The brake acquisition unit acquires the brake command including at least one of a service brake command, an emergency brake command, a safety brake command, and a parking brake command. 2. The brake control device according to claim 1. (Appendix 3) The mechanism control unit allows the biasing mechanism to apply force to the booster mechanism when the brake command is the safety brake command or the parking brake command. 3. The brake control device according to claim 2. (Appendix 4) When the brake command is the safety brake command or the parking brake command, the mechanism control unit stops supplying power to a solenoid that attracts the biasing member, at least a portion of which is formed of a magnetic material, in a direction away from the booster mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to apply force to the booster mechanism. 4. The brake control device according to claim 2 or 3. (Appendix 5) When the brake command is the safety brake command or the parking brake command, the mechanism control unit stops supplying power to a solenoid that attracts a latch, at least a portion of which is made of a magnetic material, to a position where the latch abuts against the biasing mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to move and apply force to the booster mechanism. 4. The brake control device according to claim 2 or 3. (Appendix 6) The drive driver stops the supply of power to the motor when the brake command is the safety brake command or the parking brake command. 6. A brake control device according to any one of appendices 2 to 5. (Appendix 7) the mechanism control unit allows the biasing mechanism to apply force to the boosting mechanism both when the brake command instructs the railway vehicle to park and when the brake command instructs the railway vehicle to decelerate. 3. The brake control device according to claim 1 or 2. (Appendix 8) When the brake acquisition unit acquires the brake command, the mechanism control unit stops supplying power to a solenoid that attracts the biasing member, at least a portion of which is made of a magnetic material, in a direction away from the booster mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to apply force to the booster mechanism. 8. The brake control device according to claim 7. (Appendix 9) When the brake acquisition unit acquires the brake command, the mechanism control unit stops supplying power to a solenoid that attracts a latch, at least a portion of which is made of a magnetic material, to a position where the latch abuts against the biasing mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to move and apply force to the booster mechanism. 8. The brake control device according to claim 7. (Appendix 10) the mechanism control unit limits the application of force by the biasing mechanism to the booster mechanism when the brake command is the service brake command or the emergency brake command. 8. A brake control device according to any one of appendices 2 to 7. (Appendix 11) a boosting mechanism that generates braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running in response to an applied force; a pressing mechanism that presses the boosting mechanism with an output shaft that slides in response to rotation of the motor; a biasing mechanism that applies a force to the boosting mechanism by a biasing member; A mechanical brake device comprising: (Appendix 12) The biasing member is at least partially formed of a magnetic material, and when the solenoid is energized, the biasing member is attracted toward the solenoid by a magnetic force generated by the solenoid and is positioned away from the booster mechanism, and when the power supply to the solenoid is stopped, the biasing member applies force to the booster mechanism by pressing against the booster mechanism. 12. A mechanical braking device as described in Appendix 11. (Appendix 13) a latch at least a portion of which is made of a magnetic material, and which, when the solenoid is energized, is attracted toward the solenoid by a magnetic force generated in the solenoid, and is positioned near the solenoid and comes into contact with the biasing mechanism, thereby restricting movement of the biasing mechanism; and, when the supply of power to the solenoid is stopped, is positioned away from the solenoid, thereby allowing movement of the biasing mechanism; When the biasing mechanism is permitted to move by the latch, the biasing mechanism applies a force to the power-assisting mechanism by pulling the power-assisting mechanism. 12. A mechanical braking device as described in Appendix 11. (Appendix 14) A mechanical braking device according to any one of appendices 11 to 13; A brake control device according to any one of appendices 1 to 10, which controls the mechanical brake device; A brake control system comprising:

[0097] The present disclosure allows various embodiments and modifications without departing from the broad spirit and scope of the present disclosure. Furthermore, the above-described embodiments are intended to illustrate the present disclosure and do not limit the scope of the present disclosure. That is, the scope of the present disclosure is defined by the claims, not the embodiments. Various modifications made within the scope of the claims and the meaning of equivalent disclosures are considered to be within the scope of the present disclosure. [Explanation of symbols]

[0098] 1, 2 Brake control device, 11 Brake acquisition unit, 12 Target braking force determination unit, 13 Target mechanical braking force determination unit, 14 Drive driver, 15 Speed ​​control unit, 16 Torque control unit, 17 Power conversion circuit, 18 Current sensor, 19 Mechanism control unit, 20 Relay, 30 Mechanical brake device, 31 Pressing mechanism, 32 Motor, 32a Drive shaft, 33 Holding mechanism, 34 Reducer, 35 Rotation-to-linear motion conversion mechanism, 35a Output shaft, 36 Biasing mechanism, 36a Biasing member, 36b Contact member, 37 Pulse detection sensor, 38 Load cell, 39, 51 Force multiplier mechanism, 39a, 52a, 53a Force point, 39b, 52b, 53b Support point, 39c, 52c, 53c Arm, 39d, 52d, 53d Point of action, 40 Solenoid, 41 Operating unit, 42 power supply unit, 43 main circuit control device, 44 solenoid power supply, 45 relay, 50 friction material, 52 first lever mechanism, 53 second lever mechanism, 54 mounting member, 55 latch, 56 biasing mechanism, 56a shaft, 56b biasing member, 56c plate-shaped member, 60 rotating body, 80 bus, 81 processor, 82 memory, 83 interface, 84 processing circuit, 85 interface circuit, 100 brake control system, B1 service brake command, B2 emergency brake command, B3 safety brake command, B4 parking brake command.

Claims

1. A brake control device for controlling a mechanical brake device that includes a booster mechanism that generates a braking force by pressing a friction material against a rotating body that rotates when a railway vehicle is running in response to an applied force, a pressing mechanism that presses the booster mechanism with an output shaft that slides in response to the rotation of a motor, and a biasing mechanism that applies a force to the booster mechanism with a biasing member, a brake acquisition unit that acquires a brake command instructing the railway vehicle to slow down or park; a target braking force determination unit that determines a target braking force from the deceleration corresponding to the brake command; a target mechanical brake force determination unit that determines a target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; a driver that calculates a target torque of the motor from the target mechanical brake force, converts electric power supplied from a power supply device into electric power to be supplied to the motor in accordance with the target torque, and supplies the converted electric power to the motor; a mechanism control unit that allows or restricts the biasing mechanism from applying a force to the boosting mechanism; A brake control device comprising:

2. The brake acquisition unit acquires the brake command including at least one of a service brake command, an emergency brake command, a safety brake command, and a parking brake command. The brake control device according to claim 1.

3. The mechanism control unit allows the biasing mechanism to apply force to the booster mechanism when the brake command is the safety brake command or the parking brake command. The brake control device according to claim 2.

4. When the brake command is the safety brake command or the parking brake command, the mechanism control unit stops supplying power to a solenoid that attracts the biasing member, at least a portion of which is formed of a magnetic material, in a direction away from the booster mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to apply force to the booster mechanism. The brake control device according to claim 2 or 3.

5. When the brake command is the safety brake command or the parking brake command, the mechanism control unit stops supplying power to a solenoid that attracts a latch, at least a portion of which is made of a magnetic material, to a position where the latch abuts against the biasing mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to move and apply force to the booster mechanism. The brake control device according to claim 2 or 3.

6. The drive driver stops the supply of power to the motor when the brake command is the safety brake command or the parking brake command. The brake control device according to claim 2 or 3.

7. the mechanism control unit allows the biasing mechanism to apply force to the boosting mechanism both when the brake command instructs the railway vehicle to park and when the brake command instructs the railway vehicle to decelerate. The brake control device according to claim 1 or 2.

8. When the brake acquisition unit acquires the brake command, the mechanism control unit stops supplying power to a solenoid that attracts the biasing member, at least a portion of which is made of a magnetic material, in a direction away from the booster mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to apply force to the booster mechanism. The brake control device according to claim 7.

9. When the brake acquisition unit acquires the brake command, the mechanism control unit stops supplying power to a solenoid that attracts a latch, at least a portion of which is made of a magnetic material, to a position where the latch abuts against the biasing mechanism by a magnetic force generated when current is applied, thereby allowing the biasing mechanism to move and apply force to the booster mechanism. The brake control device according to claim 7.

10. the mechanism control unit limits the application of force by the biasing mechanism to the booster mechanism when the brake command is the service brake command or the emergency brake command. The brake control device according to claim 2 or 3.

11. a boosting mechanism that generates braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running in response to an applied force; a pressing mechanism that presses the boosting mechanism with an output shaft that slides in response to rotation of the motor; a biasing mechanism that applies a force to the boosting mechanism by a biasing member to generate a braking force; A mechanical brake device comprising:

12. The biasing member is at least partially formed of a magnetic material, and when the solenoid is energized, the biasing member is attracted toward the solenoid by a magnetic force generated by the solenoid and is positioned away from the booster mechanism, and when the power supply to the solenoid is stopped, the biasing member applies force to the booster mechanism by pressing against the booster mechanism.

12. The mechanical braking system of claim 11.

13. a latch at least a portion of which is made of a magnetic material, and which, when the solenoid is energized, is attracted toward the solenoid by a magnetic force generated in the solenoid, and is positioned near the solenoid and comes into contact with the biasing mechanism, thereby restricting movement of the biasing mechanism; and, when the supply of power to the solenoid is stopped, is positioned away from the solenoid, thereby allowing movement of the biasing mechanism; When the biasing mechanism is permitted to move by the latch, the biasing mechanism applies a force to the power-assisting mechanism by pulling the power-assisting mechanism.

12. The mechanical braking system of claim 11.

14. A mechanical brake device according to any one of claims 11 to 13; a brake control device for controlling the mechanical brake device according to any one of claims 1 to 3; A brake control system comprising:

Images