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

Abstract

A brake control device (1) controls a mechanical brake device (30) comprising a force-multiplying mechanism, a pressing mechanism (31), and a transmission mechanism (38). The force-multiplying mechanism generates braking force by pressing a friction material against a rotating body in response to received pressing force. The pressing mechanism (31) presses the force-multiplying mechanism. The transmission mechanism (38) is in contact with the pressing mechanism (31) and the force-multiplying mechanism, and presses the force-multiplying mechanism with force exerted by the pressing mechanism (31). The brake control device (1) comprises a target brake force determination unit (11), a target mechanical brake force determination unit (12), a brake control unit (13), and a transmission control unit (18). The transmission control unit (18) allows or inhibits the pressing of the force-multiplying mechanism by the transmission mechanism (38).

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 friction material against the rotating body while the vehicle is traveling. Due to malfunctions in the mechanical brake device or adhesion between the rotating body and the friction material, the friction material may remain pressed against the rotating body even when no brake command is input. This phenomenon is called a "stuck brake release." When a railway vehicle accelerates with a stuck brake, the friction material pressed against the wheel in a mechanical brake device with a stuck brake generates heat, which can accelerate the deterioration of the friction material.

[0003] An example of a technique for resolving brake sticking in a mechanical brake device is disclosed in Patent Document 1. The forced release device disclosed in Patent Document 1 forcibly resolves the brake sticking by applying a hydraulic external force to the brake shoe when the brake shoe of the brake device and the wheel become stuck. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-24508 Summary of the Invention [Problem to be solved by the invention]

[0005] In order to resolve the brake non-release problem using the forced release device disclosed in Patent Document 1, a brake shoe with a complex structure is required to receive the force from the forced release device and separate from the wheel. Also, a forced release device must be provided for each mechanical brake device, which makes the structure of the entire brake control system complex.

[0006] 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 can eliminate brake non-release with a simple configuration. [Means for solving the problem]

[0007] In order to achieve the above object, a brake control device according to the present disclosure is a brake control device that controls a mechanical brake device including: a booster mechanism that generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is traveling in response to a pressing force; a pressing mechanism that presses the booster mechanism; and a transmission mechanism located between the pressing mechanism and the booster mechanism and that presses the booster mechanism with a force applied by the pressing mechanism while in contact with the pressing mechanism and the booster mechanism. The brake control device includes a target brake force determination unit, a target mechanical brake force determination unit, a brake control unit, and a transmission control unit. The target brake force determination unit calculates a target brake force from a brake command that instructs the railway vehicle to decelerate. The target mechanical brake force determination unit calculates a target mechanical brake force, which is a target value for the braking force to be applied by the mechanical brake device, from the target brake force. The brake control unit controls the pressing mechanism in response to the target mechanical brake force. The transmission control unit allows or inhibits the transmission mechanism from pressing the booster mechanism. The transmission control unit allows the transmission mechanism to press the booster mechanism until it receives a cancellation command instructing the mechanical brake device to cancel the brake non-release condition that has occurred, and once it receives the cancellation command, it prevents the transmission mechanism of the mechanical brake device that is the target of the cancellation command from pressing the booster mechanism. [Effects of the Invention]

[0008] The brake control device according to the present disclosure includes a transmission control unit that is provided in the mechanical brake device and that allows or prevents the transmission mechanism, which presses the booster mechanism with a force applied by the pressing mechanism when in contact with the pressing mechanism and the booster mechanism, from pressing the booster mechanism. The brake control device according to the present disclosure does not require a forced release device that is provided for each brake shoe and mechanical brake device, which have a complex structure, and the transmission control unit prevents the transmission mechanism from pressing the booster mechanism, thereby preventing the friction material from being pressed against the rotating body, making it possible to eliminate brake non-release with a simple configuration. [Brief explanation of the drawings]

[0009] [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] Block diagram of a brake control system according to a second embodiment [Figure 7] 10 is a flowchart showing an example of the operation of a brake control process performed by a brake control device according to a second embodiment. [Figure 8] Block diagram of a brake control system according to a third embodiment [Figure 9] 10 is a flowchart showing another example of the operation of the brake control process performed by the brake control device according to the third embodiment. [Figure 10] FIG. 1 is a block diagram showing a modified example of a brake control device according to an embodiment of the present invention; [Figure 11] 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

[0010] 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.

[0011] (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 an electric mechanical braking device 30 that generates a mechanical braking force based on the rotational force of a motor 32, 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.

[0012] The brake control device 1 includes a target brake force determination unit 11 that acquires a brake command B1 from an operating unit 41 provided, for example, in the driver's cab and determines a target brake force from the brake command B1, and a target mechanical brake force determination unit 12 that determines a target mechanical brake force, which is a target value of the brake force generated by the mechanical brake device 30, from the target brake force.

[0013] The brake control device 1 includes a brake control unit 13 that controls the mechanical brake device 30 based on a target mechanical brake force, and a transmission control unit 18 that acquires a cancellation command S1 from an operation unit 41 that instructs the cancellation of the brake non-release state, and controls a transmission mechanism 38 provided in the mechanical brake device 30 in accordance with the cancellation command S1.

[0014] To avoid complicating the diagram, Fig. 1 shows one mechanical brake device 30 as the control target of the brake control device 1, but the brake control device 1 controls multiple mechanical brake devices 30 provided for each wheel. In Fig. 1, the brake control device 1 includes one brake control unit 13, but the brake control device 1 may include as many brake control units 13 as necessary according to the brake control unit.

[0015] When the brake control device 1 receives a cancellation command S1 instructing to cancel the brake lock-release state of the mechanical brake device 30, it controls the transmission mechanism 38 to suppress the generation of braking force based on the rotational force of the motor 32. As a result, the brake lock-release state of the mechanical brake device 30 is canceled.

[0016] Each part of the brake control device 1 will be described below. The target braking force determination unit 11 acquires a braking command B1 that instructs the railway vehicle to decelerate. Note that deceleration of the railway vehicle includes not only deceleration of the railway vehicle but also parking of the railway vehicle. In detail, the target braking force determination unit 11 acquires the braking command B1, which includes at least one of a service braking command, an emergency braking command, and a safety braking command, from the operation unit 41.

[0017] A service brake command is a brake command that instructs a railway vehicle to decelerate under normal circumstances and indicates the target deceleration of the railway vehicle. An emergency brake command is a brake command that instructs a 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 target deceleration of the service brake command. A safety brake command is a brake command that is used when the railway vehicle does not decelerate sufficiently when a service brake command or emergency brake command is input.

[0018] The operation unit 41 has a master controller that outputs a service brake command indicating a target deceleration or an emergency brake command indicating an emergency deceleration, a safety brake operation device that outputs a safety brake command, and a cancellation operation device that outputs a cancellation command S1 that instructs the cancellation of a brake non-release in the target mechanical brake device 30. The operation unit 41 outputs a brake command B1 including at least one of a service brake command, an emergency brake command, and a safety brake command to the target braking force determination unit 11, and outputs the cancellation command S1 to the transmission control unit 18.

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

[0020] The safety brake actuator generates an H (High) level safety brake command when the operator performs an operation to activate the safety brake, and generates an L (Low) level safety brake command when the operator does not perform an operation to activate the safety brake. The safety brake actuator outputs the generated safety brake command.

[0021] When the operator performs an operation to resolve the locked brake release of the mechanical braking device 30, the cancellation operation device generates a cancellation command S1 including an instruction for the target mechanical braking device 30 and for resolving the locked brake release, and sends the cancellation command S1 to the transmission control unit 18. When the operator does not perform an operation to resolve the locked brake release of the mechanical braking device 30, the cancellation operation device does not output the cancellation command S1.

[0022] The target braking force determination unit 11 calculates the target braking force from the brake command B1 obtained from the operation unit 41. The target braking force is the braking force required to obtain the deceleration corresponding to the brake command B1. When the target braking force determination unit 11 receives the brake command B1, which is a service brake command or an emergency brake command, it calculates the target braking force of the railway vehicle according to the target deceleration indicated by the service brake command or the emergency deceleration indicated by the emergency brake command. Specifically, the target braking force determination unit 11 obtains the weight of the vehicle from a load compensation device (not shown) and calculates the target braking force by multiplying the vehicle weight by the target deceleration or the emergency deceleration. When the target braking force determination unit 11 receives a safety brake command, it calculates the target braking force by multiplying the specified safety deceleration by the vehicle weight. It is assumed that the target braking force determination unit 11 stores information about the safety deceleration in advance. The target braking force determination unit 11 sends the calculated target braking force to the target mechanical braking force determination unit 12.

[0023] The target brake force determination unit 11 uses the calculated target brake force to determine a target electric brake force, which is a target value for the electric brake force generated by consuming the electric power generated when the traction motors operate as generators. The traction motors are electric motors that generate propulsion power for the railway vehicle by receiving a supply of electric power. During braking, the traction motors operate as generators. The target brake force determination unit 11 sends the calculated target electric brake force to the main circuit control device 43.

[0024] The main circuit control device 43 controls a main power converter that 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 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 converter in accordance with the target electric brake force obtained from the target brake force determination unit 11. 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 12.

[0025] The target mechanical brake force determination unit 12 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 12 acquires the pressing force of the mechanical brake device 30 from the load cell 37 of the mechanical brake device 30, and determines the actual mechanical brake force equivalent to the mechanical brake force that is actually generated. The target mechanical brake force determination unit 12 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 brake control unit 13.

[0026] The brake control unit 13 controls the electric mechanical brake device 30. In detail, the brake control unit 13 includes a speed control unit 14 that calculates a target torque from a target mechanical brake force, a torque control unit 15 that generates a PWM (Pulse Width Modulation) signal from the target torque and the actual torque of the motor 32 and outputs the PWM signal, and a power conversion circuit 16 that converts power supplied from a power supply device 42 into power to be supplied to the motor 32 included in the mechanical brake device 30.

[0027] The speed control unit 14 acquires the target mechanical braking force from the target mechanical braking force determination unit 12, and acquires the rotation speed of the motor 32 from the pulse detection sensor 36 of the mechanical braking device 30. The speed control unit 14 determines a target pressing force, which is a target value of the pressing force, from the target mechanical braking force. The speed control unit 14 determines 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 14 is assumed to previously store information about the parameters of the mechanical braking device 30. The speed control unit 14 acquires the rotation speed of the motor 32 from the pulse detection sensor 36, adjusts the target torque determined as described above in order to gradually increase the rotation speed of the motor 32, and outputs the adjusted target torque to the torque control unit 15.

[0028] The torque control unit 15 obtains the target torque of the motor 32 from the speed control unit 14 and obtains the measured value of the output current of the power conversion circuit 16 from the current sensor 17. Specifically, the torque control unit 15 obtains the measured values ​​of the U-phase current and the V-phase current from the current sensor 17 and determines 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 15 determines 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 15 performs feedback control based on the target torque and the actual torque to generate a PWM signal. The torque control unit 15 outputs the PWM signal to each of the multiple switching elements included in the power conversion circuit 16.

[0029] The power conversion circuit 16 has a plurality of switching elements controlled by a PWM signal supplied from the torque control unit 15. Through the switching operation of the plurality of switching elements, the power conversion circuit 16 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.

[0030] The power supply device 42 converts power supplied from a current collector (not shown) into power to be supplied to the power conversion circuit 16, and outputs the converted power to the power conversion circuit 16. 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 into AC power, and a rectifier circuit that rectifies the AC power into DC power.

[0031] The transmission control unit 18 switches on and off a relay 45 that electrically connects the solenoid 38b of the transmission mechanism 38 provided in the mechanical brake device 30 to the cancellation power supply 44. In the first embodiment, the relay 45 is normally set to off. The transmission control unit 18 keeps the relay 45 off until it receives a cancellation command S1 that instructs the mechanical brake device 30 to cancel the brake non-release state.

[0032] When the transmission control unit 18 receives a cancellation command S1 including an instruction to cancel the brake release state and the target mechanical brake device 30, it turns on a relay 45 connected to the target mechanical brake device 30. When the relay 45 is turned on, power is supplied to the solenoid 38b provided in the transmission mechanism 38. In other words, when the operator performs an operation to cancel the brake release state, the relay 45 is turned on and power supply to the solenoid 38b provided in the transmission mechanism 38 begins. A relay 45 is provided for each mechanical brake device 30. Each relay 45 electrically connects the corresponding mechanical brake device 30 to the cancellation power supply 44, or electrically disconnects the corresponding mechanical brake device 30 from the cancellation power supply 44.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] The mechanical brake device 30 shown in Figures 1 and 3 includes a pressing mechanism 31 that is driven by power supplied from a brake control unit 13 provided in the brake control device 1 and presses a booster mechanism 39, a transmission mechanism 38 that presses the booster mechanism 39 with the force applied from the pressing mechanism 31 while in contact with the pressing mechanism 31 and the booster mechanism 39, and the booster mechanism 39 that presses a friction material 50 against a rotating body 60 that rotates when the railway vehicle is running in accordance with the force applied from the pressing mechanism 31.

[0037] The pressing mechanism 31 includes a motor 32 driven by power supplied from the brake control unit 13 to rotate a drive shaft 32a, a holding mechanism 33 connected to an input side thereof to transmit the rotation of the motor 32 to an output side thereof, and a reducer 34 connected to the output side of the holding mechanism 33 to reduce the rotational speed and output the rotation. The pressing mechanism 31 includes a rotary-to-linear motion conversion mechanism 35 connected to the drive shaft 32a of the motor 32 via the holding mechanism 33 and the reducer 34, and sliding the output shaft in response to the rotation of the drive shaft 32a to press the output shaft against the power-boosting mechanism 39.

[0038] The mechanical brake device 30 includes a pulse detection sensor 36 that detects the rotation speed of the motor 32 and a load cell 37 that detects the pressing force, which is the force with which the power-boosting mechanism 39 presses the friction material 50 against the rotating body 60 .

[0039] 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 16. The rotation of the motor 32 is transmitted to the holding mechanism 33 via a drive shaft 32a.

[0040] 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.

[0041] 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 .

[0042] 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. In the first embodiment, the mechanical brake device 30 is an active type, and when the motor 32 rotates in the forward direction, the output shaft of the rotary-to-linear motion conversion mechanism 35 moves toward the power-assist mechanism 39. When the motor 32 rotates in the reverse direction, the output shaft of the rotary-to-linear motion conversion mechanism 35 moves in a direction away from the power-assist mechanism 39.

[0043] At least a portion of the transmission mechanism 38 is made of a magnetic material. In the first embodiment, the transmission mechanism 38 is made of a rod-shaped magnetic material and includes a transmission member 38a with a ring-shaped handle at one end, and a solenoid 38b that moves the transmission member 38a by a magnetic force generated when current is applied. When the output shaft of the rotary-to-linear motion conversion mechanism 35 is pressed by the forward rotation of the motor 32 while the transmission member 38a is in contact with both the output shaft of the rotary-to-linear motion conversion mechanism 35 and the power-boosting mechanism 39, the power-boosting mechanism 39 is pressed by the force of the output shaft.

[0044] More specifically, when the output shaft is pressed against the transmission member 38a, the transmission member 38a rotates from one end where a ring-shaped handle is formed as a starting point, as shown in Figure 4. As a result, the rotating transmission member 38a presses the power-boosting mechanism 39, which presses the friction material 50 against the rotor 60, generating a mechanical braking force.

[0045] The solenoid 38b of the transmission mechanism 38 allows or inhibits the force of the transmission member 38a pressing against the pressing mechanism 31 from pressing against the booster mechanism 39. Specifically, when power is supplied to the solenoid 38b in the state shown in FIG. 4, the solenoid 38b uses magnetic force to attract the transmission mechanism 38 in a direction away from the output shaft of the rotary-to-linear motion conversion mechanism 35 of the pressing mechanism 31 and the booster mechanism 39. As a result, as shown in FIG. 5, the transmission member 38a is positioned away from the output shaft of the rotary-to-linear motion conversion mechanism 35 of the pressing mechanism 31 and the booster mechanism 39. Therefore, no force is transmitted from the pressing mechanism 31 to the booster mechanism 39, and the friction material 50 is positioned away from the rotating body 60, so no mechanical braking force is generated. In other words, the brake release problem is resolved.

[0046] The booster mechanism 39 presses the friction material 50 against the rotating body 60 in response to the force applied to the transmission mechanism 38, which is pressed and rotated by the output shaft of the rotary-to-linear motion conversion mechanism 35. In the first embodiment, the booster mechanism 39 is a lever mechanism that amplifies the force applied from the transmission mechanism 38 to a force point 39a and outputs the amplified force from a point of application 39d. More specifically, the booster mechanism 39 has an arm 39c that can rotate around a fulcrum 39b. The friction material 50 is attached by an attachment mechanism 40 to a point of application 39d located at the end of the arm 39c opposite the force point 39a with respect to the fulcrum 39b.

[0047] 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 Figure 4, 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 by the attachment mechanism 40 is pressed against the rotating body 60, generating a mechanical braking force and providing the braking force for the railway vehicle.

[0048] As described above, the torque of the motor 32 presses the output shaft of the rotary-to-linear motion conversion mechanism 35 against the transmission mechanism 38, which in turn presses the power amplifier mechanism 39, thereby pressing the friction material 50 against the rotating body 60. Parameters for calculating 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 mechanism 39, the ratio between the rotational momentum and linear momentum in the rotary-to-linear motion conversion mechanism 35, the reduction ratio of the reducer 34, etc. The speed control unit 14 of the brake control unit 13 stores the above parameters in advance as parameters of the mechanical brake device 30.

[0049] The pulse detection sensor 36 is attached near the motor 32 and detects the rotation speed of the motor 32. The pulse detection sensor 36 sends the detected rotation speed of the motor 32 to the speed control unit 14 included in the brake control unit 13.

[0050] The load cell 37 is provided in the power-assist mechanism 39 and 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 12 provided in the brake control device 1.

[0051] 4 , if the motor 32 fails, or the friction material 50 and the rotating body 60 stick, the brakes may become unreleased, with the friction material 50 remaining pressed against the rotating body 60, even if the brake command B1 has not been input to the brake control device 1. When the operator operates the release operation device to release the unreleased brakes in the mechanical brake device 30, a release command S1 including the target mechanical brake device 30 and an instruction to release the unreleased brakes is input to the transmission control unit 18 provided in the brake control device 1.

[0052] When the transmission control unit 18 receives the release command S1, it turns on the relay 45 that connects the release power supply 44 to the solenoid 38b of the transmission mechanism 38 included in the target mechanical brake device 30. As a result, the solenoid 38b is energized, and the magnetic force of the solenoid 38b causes the transmission member 38a to be positioned away from the output shaft of the rotary-to-linear motion conversion mechanism 35 included in the pressing mechanism 31 and the booster mechanism 39. As a result, no force is transmitted from the pressing mechanism 31 to the booster mechanism 39, and the friction material 50 is positioned away from the rotating body 60, so no mechanical brake force is generated. As a result, the brake release problem of the mechanical brake device 30 is resolved.

[0053] As described above, when the brake control device 1 according to the first embodiment acquires the release command S1, it supplies power to the solenoid 38b of the transmission mechanism 38 included in the target mechanical brake device 30, and causes the transmission member 38a to move by magnetic force in a direction away from the output shaft of the rotary-to-linear motion conversion mechanism 35 included in the pressing mechanism 31 and the booster mechanism 39. As a result, the transmission member 38a is prevented from pressing the booster mechanism 39 with the force applied by the pressing mechanism 31, and the brake stuck-release state of the mechanical brake device 30 is resolved.

[0054] (Embodiment 2) The brake control method by the brake control device 1 is not limited to the above example. A brake control method by the brake control device 1 for obtaining the target deceleration indicated by the brake command B1 when the cancellation command S1 is input will be described in embodiment 2, focusing on differences from embodiment 1. The target deceleration indicated by the brake command B1 is the target deceleration indicated by the service brake command when the brake command B1 includes a service brake command, the emergency deceleration indicated by the emergency brake command when the brake command B1 includes an emergency brake command, and the safety deceleration determined in accordance with the safety brake command when the brake command B1 includes a safety brake command.

[0055] The structure of the brake control device 1 according to the second embodiment shown in FIG. 6 is the same as that of the first embodiment. FIG. 6 illustrates mechanical brake devices 30a, 30b, 30c, 30d, 30e, 30f, 30g, and 30h, each provided for a wheel. The mechanical brake devices 30a and 30b each press the friction material 50 against the rotating bodies 60, which are different wheels attached to the same axle. Similarly, the mechanical brake devices 30c and 30d each press the friction material 50 against the rotating bodies 60, which are different wheels attached to the same axle. Similarly, the mechanical brake devices 30e and 30f each press the friction material 50 against the rotating bodies 60, which are different wheels attached to the same axle. Similarly, the mechanical brake devices 30g and 30h each press the friction material 50 against the rotating bodies 60, which are different wheels attached to the same axle.

[0056] The mechanical brake devices 30a-30h have the same structure as the mechanical brake device 30 according to embodiment 1. In order to avoid complicating the diagram in Fig. 6, arrows from the mechanical brake devices 30a-30h to the target mechanical brake force determiner 12 are omitted.

[0057] In the second embodiment, the brake control device 1 performs brake control on a wheel-by-wheel basis. In other words, the brake control device 1 has brake control units 13a, 13b, 13c, 13d, 13e, 13f, 13g, and 13h corresponding to the mechanical brake devices 30a, 30b, 30c, 30d, 30e, 30f, 30g, and 30h.

[0058] 6, the configuration of the brake control units 13a-13h is omitted to avoid complication, but the configuration of the brake control units 13a-13h is the same as that of the brake control unit 13 according to the first embodiment. The hardware configuration of the brake control device 1 according to the second embodiment is the same as that of the first embodiment.

[0059] Relays 45a, 45b, 45c, 45d, 45e, 45f, 45g, and 45h are provided between the mechanical brake devices 30a, 30b, 30c, 30d, 30e, 30f, 30g, and 30h and the cancellation power supply 44, respectively.

[0060] The structure of relays 45a-45h is the same as that of relay 45 according to embodiment 1. In order to avoid complicating the drawing, arrows from transmission control section 18 to relays 45a-45h are omitted from Fig. 6.

[0061] As in the first embodiment, the target mechanical brake force determination unit 12 calculates the target mechanical brake force for each of the mechanical brake devices 30a-30h. When the target mechanical brake force determination unit 12 acquires from the operation unit 41 a cancellation command S1 including an instruction to select a target mechanical brake device among the mechanical brake devices 30a-30h and to cancel the brake non-release state, the target mechanical brake force determination unit 12 allocates the target mechanical brake force of the target mechanical brake device to other mechanical brake devices different from the target mechanical brake device. As a result, the target mechanical brake forces of the other mechanical brake devices increase.

[0062] For example, the adjustment of the target mechanical brake force by the target mechanical brake force determiner 12 will be described using as an example a case where the mechanical brake device 30a is the target of the brake non-release state to be resolved by the resolution command S1. The resolution command S1, which instructs the mechanical brake device 30a to resolve the brake non-release state, is supplied to the transmission control unit 18 and the target mechanical brake force determiner 12. As in the first embodiment, when the transmission control unit 18 turns on the relay 45a, the solenoid 38b of the transmission mechanism 38 included in the mechanical brake device 30a is energized, and the transmission member 38a is separated from the pressing mechanism 31 and the boosting mechanism 39. As a result, the mechanical brake device 30a is prevented from pressing the friction material 50 against the rotating body 60, and no mechanical brake force is generated by the mechanical brake device 30a. In other words, the brake non-release state of the mechanical brake device 30a is resolved.

[0063] The target mechanical brake force determination unit 12 calculates the target mechanical brake force for each of the mechanical brake devices 30a-30h from the difference between the target brake force acquired from the target brake force determination unit 11 and the actual electric brake force indicated by the regenerative feedback. The target mechanical brake force determination unit 12 allocates the target mechanical brake force of the mechanical brake device 30a, which is the target for eliminating the brake non-release condition, to the other mechanical brake devices, specifically, at least one of the mechanical brake devices 30b-30h.

[0064] For example, the target mechanical brake force determination unit 12 allocates the target mechanical brake force of the mechanical brake device 30a equally to the mechanical brake devices 30c-30h other than the mechanical brake device 30b, which correspond to wheels attached to the same axle as the wheel corresponding to the mechanical brake device 30a. In other words, the target mechanical brake force determination unit 12 adds a compensation amount obtained by dividing the target mechanical brake force of the mechanical brake device 30a by six to the target mechanical brake forces of the mechanical brake devices 30c-30h. As a result, the target mechanical brake force of the mechanical brake device 30a is allocated to the mechanical brake devices 30c-30h, and the target mechanical brake forces of the mechanical brake devices 30c-30h are increased.

[0065] As described above, the target mechanical brake force determination unit 12 sends the target mechanical brake force of the mechanical brake device 30b, which is obtained from the target brake force and the actual electric brake force, to the brake control unit 13b. The target mechanical brake force determination unit 12 sends the target mechanical brake forces of the mechanical brake devices 30c-30h, adjusted as described above, to the brake control units 13c-13h, respectively. As a result, even if no mechanical brake force is being generated by the mechanical brake device 30a as described above, the mechanical brake forces of the mechanical brake devices 30c-30h increase, making it possible to obtain the target deceleration indicated by the brake command B1.

[0066] The brake control process performed by the brake control device 1 having the above configuration will be described with reference to Fig. 7. When the railway vehicle starts operation, the brake control device 1 starts the process shown in Fig. 7. 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. 7.

[0067] The target braking force determiner 11 repeats the process of step S11 while the brake command B1 is not acquired from the operation unit 41 (step S11; No).

[0068] When the target braking force determination unit 11 acquires the braking command B1 from the operation unit 41 (step S11; Yes), it obtains a target braking force from the braking command B1 (step S12).

[0069] The target braking force determination unit 11 determines a target electric braking force from the target braking force (step S13). The target braking force determination unit 11 sends the determined target electric braking force to the main circuit control device 43.

[0070] The target mechanical brake force determination unit 12 determines the target mechanical brake force from the difference between the target brake force determined in step S12 and the actual electric brake force (step S14). The target mechanical brake force determination unit 12 determines whether or not a brake immobilization has occurred (step S15). In the second embodiment, the target mechanical brake force determination unit 12 determines whether or not a brake immobilization has occurred based on whether or not a cancellation command S1 instructing the cancellation of the brake immobilization has been acquired. When a brake immobilization has occurred, that is, when the cancellation command S1 has been acquired (step S15; Yes), the target mechanical brake force determination unit 12 causes the target mechanical brake force of the mechanical brake device that is the target of the brake immobilization instructed by the cancellation command S1 to be shared by the other mechanical brake devices among the mechanical brake devices 30a-30h (step S16).

[0071] When the target mechanical braking force determiner 12 does not acquire the cancellation command S1 (step S15; No), the process of step S16 is not performed.

[0072] The brake control units 13a-13h control the mechanical brake devices 30a-30h in accordance with the target mechanical brake force calculated in step S14 or the target mechanical brake force adjusted in step S16 (step S17). After completing the process of step S17, the brake control device 1 repeats the above-described process from step S11. While the railway vehicle is in operation, the brake control device 1 repeats the above-described process shown in Fig. 7 at predetermined intervals.

[0073] As explained above, the brake control device 1 according to the second embodiment allocates the target mechanical brake force of the mechanical brake device that is the target of eliminating the brake non-release state instructed by the cancellation command S1 among the mechanical brake devices 30a-30h to the other mechanical brake devices. As a result, even if the mechanical brake force of the mechanical brake device that is the target of eliminating the brake non-release state is not being generated, the mechanical brake force of the other mechanical brake devices increases, and the target deceleration indicated by the brake command B1 is obtained.

[0074] (Embodiment 3) The brake control method by the brake control device 1 is not limited to the above example. A brake control method by the brake control device 1 for obtaining a safe deceleration according to a safety brake command when a brake command B1 including a safety brake command and a cancellation command S1 are input will be described in a third embodiment, focusing on differences from the first and second embodiments.

[0075] The configuration of the brake control device 1 according to the third embodiment shown in Fig. 8 is the same as that of the second embodiment, except that the transmission control unit 18 acquires the brake command B1. The hardware configuration of the brake control device 1 according to the third embodiment is the same as that of the first embodiment.

[0076] When the transmission control unit 18 acquires a brake command B1 including a safety brake command, it keeps the relays 45a-45h off regardless of the release command S1. Therefore, even if the release command S1 is input, the transmission mechanism 38 of each of the mechanical brake devices 30a-30h presses the booster mechanism 39 with the pressing force from the pressing mechanism 31. As a result, the booster mechanism 39 of each of the mechanical brake devices 30a-30h presses the friction material 50 against the rotating body 60, generating a mechanical brake force. In other words, when the brake command B1 including a safety brake command is input, the mechanical brake devices 30a-30h do not release the brakes from the locked-release state even if the release command S1 is input.

[0077] As described above, when the brake control device 1 according to the third embodiment acquires the brake command B1 including the safety brake command, it keeps the relays 45a-45h off even when it acquires the release command S1. As a result, when the safety brake command is input, even if the brakes are not released, a mechanical brake force is generated by each of the mechanical brake devices 30a-30h, and a safety deceleration corresponding to the safety brake is obtained.

[0078] The present disclosure is not limited to the above-described embodiments. As an example, the brake control device 1 according to a second embodiment may cause the target mechanical brake force of a target mechanical brake device to be shared by other mechanical brake devices when a brake command B1 including a safety brake command that requires the railway vehicle to be stopped reliably is input and a cancellation command S1 is input, as shown in Fig. 9 .

[0079] Steps S11-S14, S16, and S17 in Fig. 9 are the same as steps S11-S14, S16, and S17 shown in Fig. 7. The target mechanical brake force determination unit 12 determines whether a safety brake command has been input and whether a brake non-release has occurred (step S19). When the brake command B1 includes a safety brake command and a brake non-release has occurred, i.e., the target mechanical brake force determination unit 12 has acquired a cancellation command S1 (step S19; Yes), the target mechanical brake force determination unit 12 allocates the target mechanical brake force of the mechanical brake device that is the target of canceling the brake non-release instructed by the cancellation command S1 to the other mechanical brake devices (step S16). When the brake command B1 acquired by the target mechanical brake force determination unit 12 does not include a safety brake command or the target mechanical brake force determination unit 12 has not acquired the cancellation command S1 (step S19; No), the processing of step S16 is not performed. As described above, the target mechanical brake force of the mechanical brake device that is the target of resolving the brake non-release instructed by the resolving command S1 is shared by the other mechanical brake devices, thereby obtaining a safe deceleration rate according to the safety brake command.

[0080] As another example, the target mechanical braking force determiner 12 may perform the process of step S16 when the brake command B1 includes an emergency brake command or a safety brake command and the cancellation command S1 is acquired.

[0081] 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 12 simply determines the target mechanical braking force for each of the mechanical braking devices 30a-30h from the target braking force determined by the target braking force determination unit 11.

[0082] The control unit of the brake control device 1 is not limited to each wheel, and the mechanical brake device 30 may be controlled for each axle, each bogie, or each vehicle. The brake control unit 13 may be provided according to the control unit, that is, for each wheel, each axle, each bogie, or each vehicle. As an example, when the mechanical brake devices 30a-30h are controlled for each axle, the same power is supplied to the motors 32 included in the mechanical brake devices 30a and 30b. Similarly, the same power is supplied to the motors 32 included in the mechanical brake devices 30c and 30d. Similarly, the same power is supplied to the motors 32 included in the mechanical brake devices 30e and 30f. Similarly, the same power is supplied to the motors 32 included in the mechanical brake devices 30g and 30h.

[0083] The brake control device 1 may determine whether or not a brake non-release has occurred, and control the transmission mechanism 38 of the mechanical brake device 30 according to the determination result. The brake control device 1 shown in Fig. 10 includes a brake non-release determination unit 19 that determines whether or not a brake non-release has occurred based on the brake command B1 and the measurement value of the load cell 37.

[0084] The non-release determination unit 19 determines that a brake non-release has occurred in the mechanical brake device if the value obtained from the load cell 37 of the mechanical brake device 30 is equal to or greater than a threshold value when the brake command B1 has not been received from the operation unit 41. The threshold value may be set to a value of the pressing force of the mechanical brake device 30 that can occur when the brake command B1 is not input, for example, a value that is sufficiently small so as to be considered to be 0.

[0085] The method of determining whether or not a brake non-release has occurred by the non-relaxation determination unit 19 is not limited to the above example, and any method may be used as long as it can detect that a brake non-release has occurred. As an example, the non-relaxation determination unit 19 may determine that a brake non-release has occurred when the operation command acquired from the operation unit 41 includes a powering command and the acceleration of the railway vehicle is not within an allowable range with the target acceleration indicated by the powering command as the center value. The allowable range is, for example, a numerical range in which the lower limit value is the result of multiplying the target acceleration by (1-c1) using a coefficient c1 that is a positive number less than 1, and the upper limit value is the result of multiplying the target acceleration by (1+c1). c1 is, for example, 0.2.

[0086] The method by which the brake control device 1 acquires a brake command is not limited to the above example. As one example, the target brake force determination unit 11 may acquire a brake command B1 including a service brake command via a train information management system. As another example, the target brake force determination unit 11 may acquire a brake command B1 including an emergency brake command from an ATS (Automatic Train Stop) device. As another example, the target brake force determination unit 11 may acquire a safety brake command from a safety brake controller that outputs an H-level safety brake command if the deceleration is less than a threshold when a service brake command or an emergency brake command is input.

[0087] The mechanical brake devices 30a-30h are not limited to electric mechanical brake devices. As an example, the mechanical brake devices 30a-30h may have a pressing mechanism 31 that changes the position of the output shaft depending on the pressure of a fluid such as air or oil. In this case, the brake control device 1 can adjust the position of the output shaft and control the mechanical brake device 30 by adjusting the pressure of the fluid supplied to the pressing mechanism 31.

[0088] The mechanical brake device 30 is not limited to an active type, and may be a passive or semi-active type mechanical brake device. The passive type mechanical brake device 30 has a biasing member that biases the transmission mechanism 38 toward the power-boosting mechanism 39 with a constant force, and the mechanical brake force can be adjusted by applying a force to the biasing member in the direction opposite to the biasing direction using the output shaft of the rotary-to-linear motion conversion mechanism 35, which slides in accordance with the rotation of the motor 32.

[0089] The semi-active mechanical brake device 30 is capable of adjusting the mechanical braking force by applying a force to the biasing member in the opposite direction or the same direction depending on the strength of the brake.

[0090] The brake command B1 may include a parking brake command. For example, when the brake control device 1 acquires the brake command B1 including the parking brake command, the brake control device 1 may keep the relays 45a-45h off regardless of the release command S1, as in the third embodiment.

[0091] The structure of the transmission mechanism 38 is not limited to the above example, and may be any structure as long as it can press the booster mechanism 39 with the force of the pressing mechanism 31 while in contact with the pressing mechanism 31 and the booster mechanism 39, and can move to a position away from at least one of the pressing mechanism 31 and the booster mechanism 39 when resolving the brake stuck-release. As one example, the transmission member 38a of the transmission mechanism 38 may have a flat plate-like shape. As another example, the transmission member 38a may have a structure that can move to a position away from at least one of the pressing mechanism 31 and the booster mechanism 39 by rotating around one end where a ring-shaped handle is formed.

[0092] As another example, the transmission member 38a may have a structure that allows it to move to a position away from at least one of the pressing mechanism 31 and the force-assisting mechanism 39 by rotating around the extension direction as a rotation axis.

[0093] In the above-described embodiment, the transmission member 38a is moved by the magnetic force of the solenoid 38b, but the transmission member 38a may also be moved to a position away from at least one of the pressing mechanism 31 and the boosting mechanism 39 by an operator pulling the ring-shaped handle of the transmission member 38a.

[0094] The configuration of the mechanical brake device 30 is not limited to the above example. As an example, the boost mechanism 39 is not limited to a lever mechanism, and may be, for example, a toggle mechanism, a link mechanism, or the like. As another example, the mechanical brake device 30 does not need to include the load cell 37. When the load cell 37 is not provided, the speed control unit 14 included in the brake control unit 13 may perform feedback control based on, for example, the speed of the railway vehicle.

[0095] As another example, the mechanical brake device 30 may further include a biasing member that biases the friction material 50 in a direction away from the rotating body 60. The biasing member may have a spring constant large enough to separate the friction material 50 from the rotating body 60 when the power-assist mechanism 39 is not pressing the friction material 50 toward the rotating body 60. By providing the biasing member, when the transmission mechanism 38 is prevented from pressing the power-assist mechanism 39, the friction material 50 can quickly separate from the rotating body 60, thereby eliminating the brake non-release condition.

[0096] 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 device 1 that executes the above-described processing may be realized by installing the computer program on a computer. Alternatively, the brake control device 1 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.

[0097] When the functions of the brake control device 1 are realized by sharing the functions between an OS (Operating System) and an application program, or by cooperation between the OS and the application program, only the application program portion may be stored in a recording medium, storage device, etc.

[0098] 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.

[0099] As shown in FIG. 11 , the brake control device 1 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 device 1 may be realized by a separate processing circuit 84, or each unit of the brake control device 1 may be realized by a common processing circuit 84.

[0100] Some of the functions of the brake control device 1 may be realized by dedicated hardware, and other functions may be realized by software or firmware. For example, the target braking force determination unit 11 and the transmission control unit 18 provided in the brake control device 1 may be realized by a processing circuit 84 shown in Fig. 11, and the target mechanical braking force determination unit 12 and the brake control 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 comprising: 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 accordance with a pressing force; a pressing mechanism that presses the booster mechanism; and a transmission mechanism that is located between the pressing mechanism and the booster mechanism and that presses the booster mechanism with a force applied by the pressing mechanism while in contact with the pressing mechanism and the booster mechanism, a target braking force determination unit that determines a target braking force from a braking command that instructs the railway vehicle to decelerate; 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 brake control unit that controls the pressing mechanism in accordance with the target mechanical brake force; a transmission control section that allows or inhibits the transmission mechanism from pressing the booster mechanism; A brake control device comprising: (Appendix 2) The transmission control unit allows the transmission mechanism to press the booster mechanism until it receives a cancellation command instructing to cancel the brake non-release occurring in the mechanical brake device, and when it receives the cancellation command, it suppresses the transmission mechanism included in the mechanical brake device that is the target of the cancellation command from pressing the booster mechanism. 2. The brake control device according to claim 1. (Appendix 3) Further, a brake non-release determination unit is provided to determine whether or not a brake non-release has occurred in the mechanical brake device. The transmission control unit allows the transmission mechanism of the mechanical brake device to press the booster mechanism for the mechanical brake device for which the non-release determination unit has determined that no brake non-release has occurred, and inhibits the transmission mechanism of the mechanical brake device from pressing the booster mechanism for the mechanical brake device for which the non-release determination unit has determined that a brake non-release has occurred. 2. The brake control device according to claim 1. (Appendix 4) The transmission control unit is a solenoid included in the transmission mechanism, and moves a transmission member, at least a portion of which is made of a magnetic material, in a direction away from at least one of the pressing mechanism and the boosting mechanism by using a magnetic force generated when current is applied to the solenoid. By stopping the supply of power to the solenoid, the transmission control unit allows the transmission member included in the transmission mechanism to press the boosting mechanism, and by supplying power to the solenoid, it prevents the transmission member included in the transmission mechanism from pressing the boosting mechanism. 4. The brake control device according to any one of appendices 1 to 3. (Appendix 5) The brake command includes at least one of a service brake command, an emergency brake command, and a safety brake command, the transmission control unit allows the transmission mechanism to press the booster mechanism when the brake command includes the safety brake command. 5. A brake control device according to any one of appendices 1 to 4. (Appendix 6) When a brake non-release occurs in at least one of the plurality of mechanical brake devices, the target mechanical brake force determination unit allocates the target mechanical brake force of the mechanical brake device in which the brake non-release occurs to another mechanical brake device different from the mechanical brake device in question, thereby increasing the target mechanical brake force of the other mechanical brake device. 5. A brake control device according to any one of appendices 1 to 4. (Appendix 7) The brake command includes at least one of a service brake command, an emergency brake command, and a safety brake command, When the brake command is the safety brake command and a brake non-release state occurs in at least one of the plurality of mechanical brake devices, the target mechanical brake force determination unit allocates the target mechanical brake force of the mechanical brake device where the brake non-release state occurs to another mechanical brake device different from the mechanical brake device where the brake non-release state occurs, thereby increasing the target mechanical brake force of the other mechanical brake device. 7. The brake control device according to claim 6. (Appendix 8) a boosting mechanism that generates braking force by pressing the friction material against a rotating body that rotates when the railway vehicle is running in accordance with the pressing force; a pressing mechanism that presses the boosting mechanism; a transmission mechanism that is positioned between the pressing mechanism and the booster mechanism, that presses the booster mechanism with a force applied to the pressing mechanism when in contact with the pressing mechanism and the booster mechanism, and that suppresses transmission of force from the pressing mechanism to the booster mechanism when separated from at least one of the pressing mechanism and the booster mechanism; A mechanical brake device comprising: (Appendix 9) The transmission mechanism includes: a transmission member at least a portion of which is made of a magnetic material; a solenoid that moves the transmission member in a direction away from at least one of the pressing mechanism and the boosting mechanism by a magnetic force generated when current is applied; 8. A mechanical braking device as described in Appendix 8. (Appendix 10) a mechanical braking device according to appendix 8 or 9; A brake control device according to any one of appendices 1 to 7. A brake control system comprising:

[0101] 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]

[0102] 1 brake control device, 11 target brake force determination unit, 12 target mechanical brake force determination unit, 13, 13a, 13b, 13c, 13d, 13e, 13f, 13g, 13h brake control unit, 14 speed control unit, 15 torque control unit, 16 power conversion circuit, 17 current sensor, 18 transmission control unit, 19 non-release determination unit, 30, 30a, 30b, 30c, 30d, 30e, 30f, 30g, 30h mechanical brake device, 31 pressing mechanism, 32 motor, 32a drive shaft, 33 holding mechanism, 34 reducer, 35 rotary-linear conversion mechanism, 36 pulse detection sensor, 37 load cell, 38 transmission mechanism, 38a transmission member, 38b solenoid, 39 multiplier mechanism, 39a force point, 39b fulcrum, 39c arm, 39d Point of application, 40 mounting mechanism, 41 operating unit, 42 power supply, 43 main circuit control device, 44 release power supply, 45, 45a, 45b, 45c, 45d, 45e, 45f, 45g, 45h relay, 50 friction material, 60 rotating body, 80 bus, 81 processor, 82 memory, 83 interface, 84 processing circuit, 85 interface circuit, 100 brake control system, B1 brake command, S1 release command.

Claims

1. A brake control device for controlling a mechanical brake device comprising: 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 accordance with a pressing force; a pressing mechanism that presses the booster mechanism; and a transmission mechanism that is located between the pressing mechanism and the booster mechanism and that presses the booster mechanism with a force applied by the pressing mechanism while in contact with the pressing mechanism and the booster mechanism, a target braking force determination unit that determines a target braking force from a braking command that instructs the railway vehicle to decelerate; 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 brake control unit that controls the pressing mechanism in accordance with the target mechanical brake force; a transmission control section that allows or inhibits the transmission mechanism from pressing the booster mechanism; Equipped with The transmission control unit allows the transmission mechanism to press the booster mechanism until it receives a cancellation command instructing to cancel the brake non-release occurring in the mechanical brake device, and when it receives the cancellation command, it suppresses the transmission mechanism included in the mechanical brake device that is the target of the cancellation command from pressing the booster mechanism. Brake control device.

2. A brake control device for controlling a mechanical brake device comprising: 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 accordance with the pressing force; a pressing mechanism that presses the booster mechanism; and a transmission mechanism that is located between the pressing mechanism and the booster mechanism and that presses the booster mechanism with the force applied by the pressing mechanism while in contact with the pressing mechanism and the booster mechanism, a target braking force determination unit that determines a target braking force from a braking command that instructs the railway vehicle to decelerate; 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 brake control unit that controls the pressing mechanism in accordance with the target mechanical brake force; a transmission control section that allows or inhibits the transmission mechanism from pressing the booster mechanism; a brake non-release determination unit that determines whether a brake non-release has occurred in the mechanical brake device, The transmission control unit allows the transmission mechanism of the mechanical brake device to press the booster mechanism for the mechanical brake device for which the non-release determination unit has determined that no brake non-release has occurred, and inhibits the transmission mechanism of the mechanical brake device from pressing the booster mechanism for the mechanical brake device for which the non-release determination unit has determined that a brake non-release has occurred. Brake control device.

3. The transmission control unit is a solenoid included in the transmission mechanism, and moves a transmission member, at least a portion of which is made of a magnetic material, in a direction away from at least one of the pressing mechanism and the boosting mechanism by using a magnetic force generated when current is applied to the solenoid. By stopping the supply of power to the solenoid, the transmission control unit allows the transmission member included in the transmission mechanism to press the boosting mechanism, and by supplying power to the solenoid, it prevents the transmission member included in the transmission mechanism from pressing the boosting mechanism. The brake control device according to claim 1 or 2.

4. The brake command includes at least one of a service brake command, an emergency brake command, and a safety brake command, the transmission control unit allows the transmission mechanism to press the booster mechanism when the brake command includes the safety brake command. The brake control device according to claim 1 or 2.

5. When a brake non-release occurs in at least one of the plurality of mechanical brake devices, the target mechanical brake force determination unit allocates the target mechanical brake force of the mechanical brake device in which the brake non-release occurs to another mechanical brake device different from the mechanical brake device in question, thereby increasing the target mechanical brake force of the other mechanical brake device. The brake control device according to claim 1 or 2.

6. The brake command includes at least one of a service brake command, an emergency brake command, and a safety brake command, When the brake command is the safety brake command and a brake non-release state occurs in at least one of the plurality of mechanical brake devices, the target mechanical brake force determination unit allocates the target mechanical brake force of the mechanical brake device where the brake non-release state occurs to another mechanical brake device different from the mechanical brake device where the brake non-release state occurs, thereby increasing the target mechanical brake force of the other mechanical brake device. The brake control device according to claim 5.

7. a boosting mechanism that generates braking force by pressing the friction material against a rotating body that rotates when the railway vehicle is running in accordance with the pressing force; a pressing mechanism that presses the boosting mechanism; a transmission mechanism that is located between the pressing mechanism and the booster mechanism, and that, during braking, presses the booster mechanism with a force applied by the pressing mechanism while in contact with the pressing mechanism and the booster mechanism, and, when a stuck brake release is resolved, is separated from at least one of the pressing mechanism and the booster mechanism to suppress transmission of force from the pressing mechanism to the booster mechanism; A mechanical brake device comprising:

8. The transmission mechanism includes: a transmission member at least a portion of which is made of a magnetic material; a solenoid that moves the transmission member in a direction away from at least one of the pressing mechanism and the boosting mechanism by a magnetic force generated when current is applied; 8. The mechanical braking device of claim 7.

9. a mechanical brake device according to claim 7 or 8; The brake control device according to claim 1 or 2, A brake control system comprising:

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