Braking system for railway vehicles

Abstract

To provide the brake equipment for railway vehicle capable of reducing the risk in which a reduction gear damages by a brake reaction force.SOLUTION: The brake equipment 1 for railway vehicle in this embodiment comprises a conversion mechanism 30 having: an electric motor 2; a reduction gear 20 having an output rotation body 21 which outputs the torque inputted from the electric motor 2; an input rotation body 31 in which the torque outputted from the output rotation body 21 is inputted; and a direct-acting component 32 converting the rotary motion of the input rotation body 31 into the linear motion in moving directions VA, VB parallel to the rotational axis of the rotation body 31, and the friction materials 40A, 40B to which the linear motion of the direct-acting component 32 is communicated to brake the railway vehicle. The input rotation body 31 is movable relatively to the output rotation body 21 in the moving directions VA, VB and is provided so as to be capable of communicating the rotary motion of the output rotation body 21 to the direct-acting component 32.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a braking device for railway vehicles.

Background Art

[0002] Conventionally, as a vehicle braking device, an electric braking device that brakes a vehicle by driving an electric motor is known. For example, the electric braking device described in Patent Document 1 includes a rotating shaft driven by an electric motor, a linear motion mechanism that converts the rotation of the rotating shaft into the linear motion of a linear motion member, a caliper body that accommodates the linear motion member slidably in the axial direction, a friction pad disposed at the front end in the axial direction of the linear motion member, and a reaction force receiving member that receives the reaction force in the rearward axial direction acting on the linear motion member when the friction pad is pressed by the linear motion member. The linear motion mechanism includes a plurality of planetary rollers that contact the outer diameter surface of the rotating shaft, and an outer ring member as the linear motion member disposed so as to surround the plurality of planetary rollers. When the outer ring member presses the friction pad forward in the axial direction, the reaction force in the rearward axial direction (braking reaction force) acting on the outer ring member is received by the reaction force receiving member.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since the planetary rollers are engaged with the outer ring member, they are hardly movable in the acting direction of the braking reaction force. Therefore, a braking reaction force is also applied to the planetary rollers, and there is a high possibility that the planetary gear mechanism will be damaged. Particularly in railway vehicles, since the braking force is large, the above problems become prominent.

[0005] The present invention was made to solve the above problems and aims to provide a braking device for railway vehicles that can reduce the possibility of damage to the reduction gear due to brake reaction force. [Means for solving the problem]

[0006] As a means of solving the above problems, an embodiment of the present invention has the following configuration. (1) A braking device for a railway vehicle according to an aspect of the present invention includes: an electric motor; a reduction gear having an output rotating body that outputs a rotational force input from the electric motor; an input rotating body to which the rotational force output from the output rotating body is input; a linear motion member that converts the rotational motion of the input rotating body into linear motion in a direction of movement parallel to the rotation axis of the input rotating body; and a friction material that transmits the linear motion of the linear motion member and presses against a braked member of the railway vehicle to brake the railway vehicle. In addition to the regular electric motor, a safety power unit is provided, The input rotating body is provided to be movable relative to the output rotating body in the direction of movement, and to be able to transmit the rotational motion of the output rotating body to the linear motion member. The output shaft of the safety power unit and the output shaft of the regular motor are arranged coaxially with each other. .

[0007] In this configuration, since the input rotating body is movable relative to the output rotating body in the direction of movement, the reaction force (brake reaction force) generated when the friction material is pressed against the braked member does not act on the reduction gear. Therefore, the possibility of the reduction gear being damaged by the brake reaction force can be reduced.

[0008] (2) The railway vehicle braking device described in (1) above further comprises a housing that houses the conversion mechanism so that the linear motion member can move in the direction of movement, and a reaction force receiving member provided between the end of the input rotating body and the housing in the direction of movement opposite to the direction in which the friction material is pressed against the braked member, and which receives the reaction force acting on the input rotating body when the friction material is pressed against the braked member.

[0009] (3) In the railway vehicle braking device described in (1) or (2) above, the input rotating body is a male screw, the linear motion member is a female screw that meshes with the male screw, the output rotating body and the male screw have splines that mesh with each other so as to be able to move relative to each other in the direction of movement, and the rotational motion of the output rotating body input via the splines is transmitted to the male screw and converted into the linear motion of the female screw.

[0010] (4) In the railway vehicle braking device described in any one of the above items (1) to (3), the output rotating body is hollow, and the reaction force receiving member that receives the reaction force acting on the input rotating body when the friction material is pressed against the braked member may be provided at the end of a male screw that penetrates the inside of the hollow structure.

[0011] (5) In the railway vehicle braking system described in (3) or (4) above, the conversion mechanism may be a ball screw mechanism.

[0012] (6) In any of the railway vehicle braking systems described in any of the above items (1) to (5): ,before A gear mechanism to which the output of the regular motor and the output of the safety power unit are input. of Furthermore, the gear mechanism may include a first gear to which the output of the regular electric motor is input, a second gear to which the output of the safety power unit is input, and a third gear that outputs the rotational power input from the first gear or the second gear to the reduction gear.

[0013] (7) In the railway vehicle braking device described in (6) above, the gear mechanism is a planetary gear mechanism having a sun gear, planetary gears and an internal gear, the first gear may be one of the sun gear and the planetary gear, the second gear may be the other of the sun gear and the planetary gear, and the third gear may be the internal gear.

[0014] (8) In the railway vehicle braking device described in (7) above, the safety power unit includes a spring and a holding mechanism for holding the spring in an energized state, the first gear is the sun gear, the second gear is the planetary gear, and the reduction ratio between the sun gear and the internal gear may be greater than the reduction ratio between the planetary gear and the internal gear.

[0015] (9) In the railway vehicle braking device described in (8) above, a first rotation lock mechanism capable of locking the rotation of the first gear is provided between the service motor and the first gear, the holding mechanism is a second rotation lock mechanism capable of locking the rotation of the second gear, and the device further comprises a control unit that controls the first rotation lock mechanism, the second rotation lock mechanism and the service motor, and the control unit may drive the service motor while controlling the first rotation lock mechanism and the second rotation lock mechanism so as not to lock the rotation of the first gear and the second gear, thereby putting the spring into the stored energy state.

[0016] (10) In the railway vehicle braking system described in any one of the above paragraphs (6) to (9), a first rotation locking mechanism capable of locking the rotation of the first gear is provided between the service motor and the first gear, and a second rotation locking mechanism capable of locking the rotation of the second gear is provided between the safety power unit and the second gear, and when the service motor is driven, the first rotation locking mechanism does not lock the rotation of the first gear and the second rotation locking mechanism locks the rotation of the second gear, and when the safety power unit is driven, the first rotation locking mechanism locks the rotation of the first gear and the second rotation locking mechanism does not need to lock the rotation of the second gear.

[0017] (11) In the railway vehicle braking system described in (7) above, the safety power unit is a DC motor, the service motor is an AC motor, the first gear is a planetary gear, the second gear is a sun gear, and the reduction ratio between the sun gear and the internal gear may be greater than the reduction ratio between the planetary gear and the internal gear.

[0018] (12) In the braking device for railway vehicles according to any one of (1) to (11) above, the speed reducer includes a case that rotatably holds an input gear to which the output of the electric motor is input, a crankshaft that is rotatably supported by the case and whose eccentric region rotates upon receiving the rotation of the input gear, a swing gear that has a number of external teeth less than the number of internal tooth pins, meshes with the internal tooth pins with the external teeth, and swings and rotates upon receiving a turning force from the eccentric region of the crankshaft, an annular output rotating body that is rotatably supported by the case and has a plurality of pin grooves at equal intervals in the circumferential direction on the inner periphery, and a plurality of internal tooth pins that are rotatably held in the pin grooves of the output rotating body.

Advantages of the Invention

[0019] According to the present invention, it is possible to provide a braking device for railway vehicles that can reduce the possibility of damage to the speed reducer due to braking force.

Brief Description of the Drawings

[0020] [Figure 1] It is a block diagram of the braking device for railway vehicles of the first embodiment. [Figure 2] It is a cross-sectional perspective view showing the outline of the braking device for railway vehicles of the first embodiment. [Figure 3] It is a cross-sectional perspective view of the periphery including the speed reducer of the first embodiment. [Figure 4] It is a perspective view of the connection state between the gear mechanism and the speed reducer of the first embodiment. [Figure 5] It is a cross-sectional perspective view of the speed reducer of the first embodiment. [Figure 6] It is an operation explanatory view of the normal brake of the first embodiment. [Figure 7] It is an operation explanatory view of the emergency brake of the first embodiment. [Figure 8] It is an operation explanatory view of releasing the parking brake of the first embodiment. [Figure 9] It is an operation explanatory view of manually releasing the parking brake of the first embodiment. [Figure 10] It is an operation explanatory view of the service brake of the first embodiment. [Figure 11] This is a block diagram of a second embodiment of a braking system for railway vehicles. [Figure 12] This is an explanatory diagram of the operation of the normal brake in the second embodiment. [Figure 13] This is an explanatory diagram of the operation of the safety brake in the second embodiment. [Figure 14] This is an explanatory diagram of the energy charging operation in the second embodiment. [Figure 15] This is an explanatory diagram of the return operation of the second embodiment. [Figure 16] This is an explanatory diagram illustrating the operation of manually releasing the parking brake in the second embodiment. [Figure 17] This is a perspective view of the connection between the gear mechanism and the reduction gear of the third embodiment. [Figure 18] This is a perspective view of the connection between the gear mechanism and the reduction gear of the fourth embodiment. [Figure 19] This is a schematic diagram showing the force-driven configuration of the fifth embodiment. [Figure 20] This is a schematic diagram showing the configuration of the fulcrum-driven type of the sixth embodiment. [Figure 21] This is a schematic cross-sectional view showing the seventh embodiment of a braking device for a railway vehicle. [Figure 22] This is a schematic diagram showing an example of the application of the seventh embodiment, specifically a disc brake type. [Figure 23] This is a schematic diagram showing an application example of the tread brake type of the eighth embodiment. [Modes for carrying out the invention]

[0021] Embodiments of the present invention will now be described with reference to the drawings. In the following embodiments, a railway vehicle braking device will be described as an electric brake device. In the following description, expressions indicating relative or absolute arrangements such as "parallel," "orthogonal," "center," and "coaxial" will not only mean such arrangements strictly, but will also include states in which the components are relatively displaced with tolerances or angles and distances that allow the same function to be obtained. In the drawings used in the following description, the scale of each component has been appropriately changed in order to make each component recognizable.

[0022] <First Embodiment> <Braking systems for railway vehicles> Figure 1 is a block diagram of the railway vehicle braking system 1 according to the first embodiment. Figure 2 is a schematic cross-sectional perspective view of the railway vehicle braking system 1 according to the first embodiment. In Figure 2, the vehicle vertical direction refers to the vertical direction (height direction) of the railway vehicle, the vehicle longitudinal direction refers to the longitudinal direction of the railway vehicle, and the vehicle width direction refers to the width direction of the railway vehicle.

[0023] As shown in Figure 1, the railway vehicle braking system 1 comprises a service motor 2 (an example of a motor), a safety power unit 3, a gear mechanism 4, a brake mechanism 5, a first rotation lock mechanism 6, a second rotation lock mechanism 7, a vehicle control device 10 (an example of a control unit), a service controller 11, and a safety controller 12.

[0024] In this embodiment, the regular motor 2 is an AC motor. The safety power unit 3 is a DC motor. Hereinafter, the safety power unit 3, which is an electric motor, will also be referred to as "safety motor 3". The gear mechanism 4 is a planetary gear mechanism (see Figure 2) having a sun gear 60, planetary gears 61 and internal gears 62. The brake mechanism 5 includes a reduction gear 20, a conversion mechanism 30 and friction materials 40A and 40B.

[0025] The vehicle control device 10 provides comprehensive control of the components of the railway vehicle. For example, the vehicle control device 10 controls the regular controller 11 and the safety controller 12. A control circuit 13, such as an inverter, is connected to the regular motor 2. For example, the regular controller 11 controls the rotational drive of the regular motor 2 via the control circuit 13. A control circuit 15, such as an inverter, is connected to the safety motor 3. For example, the regular controller 11 controls the rotational drive of the safety motor 3 via the control circuit 15. A power supply 14 is connected to each of the control circuits 13 and 15.

[0026] For example, the safety controller 12 controls the rotational drive of the safety motor 3 via the control circuit 15. A power storage device 16 is connected to the control circuit 15. The power storage device 16 is the drive energy source in case of power loss for the safety brake and parking brake. For example, the power storage device 16 is a lithium-ion battery or a capacitor. A safety power supply 17 is connected to the safety controller 12.

[0027] As shown in Figure 2, the service motor 2 is arranged along the vehicle width direction. The service motor 2 has an output shaft that protrudes to one side in the vehicle width direction. The output shaft of the service motor 2 is connected to the planetary gear mechanism 4 via the first rotation locking mechanism 6.

[0028] The safety motor 3 is smaller than the service motor 2. The safety motor 3 is positioned along the vehicle width direction. The safety motor 3 has an output shaft that protrudes to the other side in the vehicle width direction. The output shaft of the safety motor 3 is connected to the planetary gear mechanism 4 via a second rotation locking mechanism 7. The output shafts of the safety motor 3 and the service motor 2 are arranged coaxially with each other.

[0029] Figure 3 is a cross-sectional perspective view of the area including the reduction gear 20 of the first embodiment. Figure 4 is a perspective view of the connection between the gear mechanism 4 and the reduction gear 20 of the first embodiment. Figure 5 is a cross-sectional perspective view of the reduction gear 20 of the first embodiment. As shown in Figure 3, the reduction gear 20 has an output rotor 21 that outputs rotational force input from the electric motor 2. The output rotor 21 has a hollow structure. The output rotor 21 is formed in a cylindrical shape that extends along the vehicle width direction. As shown in Figure 4, the reduction gear 20 is connected to the planetary gear mechanism 4 via an input gear 70.

[0030] The planetary gear mechanism 4 includes a planetary gear 61 (an example of a first gear) to which the output of the regular motor 2 is input, a sun gear 60 (an example of a second gear) to which the output of the safety motor 3 is input, and an internal gear 62 (an example of a third gear) that outputs the rotational power input from the sun gear 60 or planetary gear 61 to the reduction gear 20. The sun gear 60 and the planetary gear 61 are connected by a planetary carrier 63. An external gear 64 is provided on the outer circumference of the internal gear 62.

[0031] In this embodiment, the first rotation lock mechanism 6 is provided between the service motor 2 and the planetary gear 61. The first rotation lock mechanism 6 is capable of locking the rotation of the planetary gear 61. For example, the first rotation lock mechanism 6 is a mechanism such as a non-excitation type electromagnetic clutch (brake) or a torque diode.

[0032] The second rotation lock mechanism 7 is located between the safety motor 3 and the sun gear 60. The second rotation lock mechanism 7 is capable of locking the rotation of the sun gear 60. For example, the second rotation lock mechanism 7 is a non-excitation type electromagnetic clutch (brake).

[0033] In this embodiment, the output shaft of the regular motor 2 (AC motor) is connected to the planetary carrier 63 (planetary gear 61) via the first rotation lock mechanism 6. The output shaft of the safety motor 3 (DC motor) is connected to the sun gear 60 via the second rotation lock mechanism 7. The reduction gear 20 is connected to the external gear 64 via the input gear 70.

[0034] The reduction ratio between the sun gear 60 and the internal gear 62 is greater than the reduction ratio between the planetary gear 61 and the internal gear 62. Here, the reduction ratio between the sun gear 60 and the internal gear 62 is the ratio of the number of teeth of the sun gear 60 to the number of teeth of the internal gear 62. The reduction ratio between the planetary gear 61 and the internal gear 62 is the ratio of the number of teeth of the planetary gear 61 to the number of teeth of the internal gear 62.

[0035] As shown in Figure 5, the reduction gear 20 is a precision reduction gear with a hollow structure. The reduction gear 20 comprises a cylindrical case 23 that rotatably holds the input gear 70, a main bearing 22 provided on the inner circumference of the case 23, a crankshaft 24 rotatably supported by the case 23 and whose eccentric region 24a pivots in response to the rotation of the input gear 70, an oscillating gear 25 that oscillates in response to the rotational force from the eccentric region 24a of the crankshaft 24, an annular output rotating body 21 rotatably supported by the case 23 and having a plurality of pin grooves 21b on its inner circumference at equal intervals in the circumferential direction, and a plurality of internal tooth pins 26 rotatably held in the pin grooves 21b of the output rotating body 21.

[0036] The oscillating gear 25 has fewer external teeth 25a than the number of internal tooth pins 26. The oscillating gear 25 rotates by receiving a rotational force from the eccentric region 24a of the crankshaft 24 while meshing with the internal tooth pins 26 at the external teeth 25a. In the figure, reference numeral 27 denotes a spur gear provided on the crankshaft 24, and reference numeral 28 denotes a hold flange provided between the spur gear 27 and the case 23.

[0037] As shown in Figure 2, the conversion mechanism 30 comprises an input rotating body 31 to which the rotational force output from the output rotating body 21 is input, and a linear motion member 32 that converts the rotational motion of the input rotating body 31 into linear motion in directions VA and VB parallel to the rotation axis of the input rotating body 31. In this embodiment, the conversion mechanism 30 is a ball screw mechanism. The input rotating body 31 is a male screw 31. The linear motion member 32 is a female screw 32 that meshes with the male screw 31.

[0038] As shown in Figure 3, the output rotating body 21 and the male screw 31 have splines 21a and 31a that mesh with each other so as to be able to move relative to each other in the directions of movement VA and VB. The output rotating body 21 has splines 21a (female splines 21a) provided at equal intervals in the circumferential direction on the inner circumference of the output rotating body 21. The male screw 31 has splines 31a (male splines 31a) provided at equal intervals in the circumferential direction on the outer circumference of the male screw 31. As a result, the rotational motion of the output rotating body 21 input via the splines 21a and 31a is transmitted to the male screw 31 and converted into linear motion of the female screw 32.

[0039] As shown in Figure 2, the friction materials 40A and 40B are provided in a pair in the vehicle width direction, sandwiching the braked member 41 of the railway vehicle. Linear motion in the movement directions VA and VB of the female screw 32 is transmitted to the friction materials 40A and 40B. As a result, the friction materials 40A and 40B are pressed against the braked member 41, thereby braking the railway vehicle.

[0040] The braking member 41 is a disc attached to the axle of a railway vehicle. The pair of friction materials 40A and 40B constitute a DBU (Disc Brake Unit) that sandwiches the disc from both sides. Hereinafter, of the pair of friction materials 40A and 40B, the friction material 40A on one side in the vehicle width direction will also be called the "first friction material 40A," and the friction material 40B on the other side in the vehicle width direction will also be called the "second friction material 40B."

[0041] The railway vehicle braking system 1 includes a housing 50 that houses a conversion mechanism 30 such that the female screw 32 can move in the directions of movement VA and VB. The housing 50 houses the portion of the reduction gear 20 and the conversion mechanism 30 on one side in the vehicle width direction.

[0042] The conversion mechanism 30 comprises a pair of arms 33A and 33B arranged at intervals in the vehicle width direction, and a connecting member 34 that connects the pair of arms 33A and 33B. Hereinafter, of the pair of arms 33A and 33B, the arm 33A on one side in the vehicle width direction will also be referred to as the "first arm 33A," and the arm 33B on the other side in the vehicle width direction will also be referred to as the "second arm 33B."

[0043] The first arm 33A extends along the vehicle's longitudinal direction, connecting the housing 50 and the first friction material 40A. The first arm 33A has a longitudinal length along the vehicle's longitudinal direction. One longitudinal end of the first arm 33A is connected to the housing 50 so as to be rotatable relative to it about an axis along the vehicle's vertical direction. The other longitudinal end of the first arm 33A is connected to the first friction material 40A so as to be rotatable relative to it about an axis along the vehicle's vertical direction.

[0044] The second arm 33B extends along the vehicle's longitudinal direction, connecting the end of the female screw 32 opposite to the reduction gear 20 (the other end in the vehicle width direction) to the second friction material 40B. The second arm 33B has a longitudinal length along the vehicle's longitudinal direction. One longitudinal end of the second arm 33B is connected to the end of the female screw 32 opposite to the reduction gear 20 so as to be rotatable relative to it around an axis along the vehicle's vertical direction. The other longitudinal end of the second arm 33B is connected to the second friction material 40B so as to be rotatable relative to it around an axis along the vehicle's vertical direction.

[0045] The connecting member 34 extends along the vehicle width direction so as to connect the pair of arms 33A and 33B. The connecting member 34 has a longitudinal length along the vehicle width direction. One end of the connecting member 34 in the longitudinal direction is connected to the longitudinal center of the first arm 33A so as to be rotatable relative to it around an axis along the vehicle's vertical direction. The other end of the connecting member 34 in the longitudinal direction is connected to the longitudinal center of the second arm 33B so as to be rotatable relative to it around an axis along the vehicle's vertical direction.

[0046] The railway vehicle braking device 1 includes a reaction force receiving member 51 that receives the reaction force acting on the male screw 31 when the friction materials 40A and 40B are pressed against the braked member 41. The reaction force receiving member 51 is provided between the end of the male screw 31 in the direction opposite to the direction in which the friction materials 40A and 40B are pressed against the braked member 41 (arrow VA direction in the figure) and the housing 50. The male screw 31 is movable relative to the output rotating body 21 in the directions of movement VA and VB. The male screw 31 is provided so as to be able to transmit the rotational motion of the output rotating body 21 to the female screw 32. The reaction force receiving member 51 is provided at the end of the male screw 31 that penetrates the inside of the hollow structure of the output rotating body 21.

[0047] As shown in Figure 3, the housing 50 covers the input gear 70 from one side in the vehicle width direction. The case 23 of the reduction gear 20 is fixed to the housing 50 with fastening members such as bolts. The housing 50 transmits braking force by receiving thrust from the male screw 31. The housing 50 is provided so as to surround a retaining bearing 71 that rotatably holds the input gear 70, a bearing support member 72 that supports the retaining bearing 71, a spacer 73 provided between the bearing support member 72 and the reaction force receiving member 51, a tapered roller bearing 74 provided between the reaction force receiving member 51 and the housing 50, and a cover member 75 that covers the reaction force receiving member 51 from one side in the vehicle width direction.

[0048] The bearing support member 72 is fixed to the housing 50 with fastening members such as bolts. For example, the spacer 73 is a sliding bearing or a thrust bearing. The reaction force receiving member 51 receives thrust from the male screw 31 and transmits the force to the inner ring of the tapered roller bearing 74. The outer ring of the tapered roller bearing 74 is fixed to the housing 50 so that the tapered roller bearing 74 can rotate with low friction while receiving a thrust load.

[0049] For example, the reaction force receiving member 51 is a bearing member. The reaction force receiving member 51 is rotatable together with the male screw 31, the inner ring of the tapered roller bearing 74, and the cover member 75. The cover member 75 functions as a retainer for the male screw 31. The cover member 75 is fixed to the end of the male screw 31 (the end in the direction of arrow VA in the figure) with fastening members such as bolts. The cover member 75 is rotatable together with the male screw 31, the reaction force receiving member 51, and the inner ring of the tapered roller bearing 74.

[0050] For example, when the output of the regular motor 2 is input to the input gear 70, a reduced rotational force is output from the output rotating body 21 of the reduction gear 20. This rotational force output from the output rotating body 21 is then input to the male screw 31. As described above, the output rotating body 21 and the male screw 31 have splines 21a and 31a that mesh with each other so as to be able to move relative to each other in the directions of movement VA and VB. The rotational motion of the output rotating body 21, input via the splines 21a and 31a, is transmitted to the male screw 31. The rotational motion of the male screw 31 is converted into linear motion of the female screw 32 in the directions of movement VA and VB.

[0051] As shown in Figure 2, linear motion in the direction of movement VA and VB of the female screw 32 is transmitted to the friction materials 40A and 40B via the arms 33A and 33B and the connecting member 34. The arms 33A and 33B move in a direction in which the ends on the friction material 40A and 40B sides move toward each other, with the connecting member 34 as the pivot point. As a result, the friction materials 40A and 40B are pressed against the braked member 41. Therefore, the railway vehicle can be braked.

[0052] <An example of braking operation> Next, an example of the brake operation of the railway vehicle braking device of this embodiment will be explained with reference to Figures 6 to 10. Figure 6 is an explanatory diagram of the operation of the normal brake of the first embodiment. Figure 7 is an explanatory diagram of the operation of the safety brake of the first embodiment. Figure 8 is an explanatory diagram of the operation of releasing the parking brake of the first embodiment. Figure 9 is an explanatory diagram of the operation of manually releasing the parking brake of the first embodiment. Figure 10 is an explanatory diagram of the operation of the strong brake of the first embodiment. In Figures 6 to 10, the vehicle control device 10 and other components shown in Figure 1 are omitted.

[0053] <Normal Brakes> As shown in Figure 6, in normal braking operation, the service motor 2 is driven. In normal braking operation, the control circuit 13 of the service motor 2 is supplied with power from the power supply 14. In normal braking operation, the safety motor 3 is not driven. In normal braking operation, the storage power supply 16 of the safety motor 3 is supplied with power from the power supply 14. As a result, the storage power supply 16 is charged.

[0054] When the service motor 2 is driven, the first rotation locking mechanism 6 does not lock the rotation of the planetary gear 61, and the second rotation locking mechanism 7 locks the rotation of the sun gear 60. The service motor 2 can rotate in both forward and reverse directions depending on the power supply. Here, forward rotation of the service motor 2 is rotation in one direction around the output shaft of the service motor 2. Reverse rotation of the service motor 2 is rotation in the opposite direction to the forward rotation of the service motor 2.

[0055] The forward and reverse rotations of the service motor 2 are transmitted to the brake mechanism 5 via the first rotation lock mechanism 6 and the planetary gear mechanism 4. For example, in normal brake operation, the brake is tightened by the forward rotation of the service motor 2, and the brake is released by the reverse rotation. Here, tightening the brake means applying braking force, and releasing the brake means releasing the braking force.

[0056] The first rotation locking mechanism 6 always allows free (unlocked) bidirectional rotation from the service motor 2 to the planetary gear 61, but always locks bidirectional rotation from the planetary gear 61 to the service motor 2. The second rotation locking mechanism 7 always locks bidirectional rotation from the sun gear 60 to the safety motor 3. In normal brake operation, with the sun gear 60 on the safety motor 3 side fixed in the planetary gear mechanism 4, power is transmitted from the planetary gear 61 on the service motor 2 side to the internal gear 62 on the reduction gear 20 side. In normal braking operation, when the brake is to be held (for example, the parking brake), the service motor 2 is stopped while a predetermined braking force is applied.

[0057] <Safety Brake> As shown in Figure 7, the safety motor 3 is driven when the safety brake is activated. When the safety brake is activated, the control circuit 15 of the safety motor 3 is supplied with power from the storage power supply 16. The service motor 2 is not driven when the safety brake is activated. When the safety brake is activated, the control circuit 13 of the service motor 2 is not supplied with power from the power supply 14.

[0058] When the safety motor 3 is driven, the first rotation locking mechanism 6 locks the rotation of the planetary gear 61, while the second rotation locking mechanism 7 does not lock the rotation of the sun gear 60. The safety motor 3 can rotate forward or backward depending on the power supply. Here, forward rotation of the safety motor 3 is rotation in one direction around the output shaft of the safety motor 3. Reverse rotation of the safety motor 3 is rotation in the opposite direction to the forward rotation of the safety motor 3.

[0059] The forward or reverse rotation of the safety motor 3 is transmitted to the brake mechanism 5 via the second rotation locking mechanism 7 and the planetary gear mechanism 4. For example, in the operation of the safety brake, the brake is tightened (brake force is applied) by the forward or reverse rotation of the safety motor 3.

[0060] The first rotation locking mechanism 6 always locks bidirectional rotation from the planetary gear 61 to the regular motor 2. The second rotation locking mechanism 7 always allows (does not lock) forward or reverse rotation (driven by the storage power supply 16) from the safety motor 3 to the sun gear 60, but always locks bidirectional rotation from the sun gear 60 to the safety motor 3. In the operation of the safety brake, with the planetary gear 61 on the regular motor 2 side fixed in the planetary gear mechanism 4, power is transmitted from the sun gear 60 on the safety motor 3 side to the internal gear 62 on the reduction gear 20 side. Furthermore, when the safety brake is in operation and the brake is to be held (for example, the parking brake), the safety motor 3 is stopped while a predetermined braking force is applied.

[0061] <Parking brake> As shown in Figure 8, the service motor 2 is driven during the parking brake release operation. During the parking brake release operation, power is supplied from the power supply 14 to the control circuit 13 of the service motor 2. The safety motor 3 is not driven during the parking brake release operation. During the parking brake release operation, power is supplied from the power supply 14 to the storage power supply 16 of the safety motor 3. As a result, the storage power supply 16 is charged.

[0062] When the regular motor 2 is driven, the first rotation locking mechanism 6 does not lock the rotation of the planetary gear 61, and the second rotation locking mechanism 7 locks the rotation of the sun gear 60. The regular motor 2 can rotate in either the forward or reverse direction depending on the power supply.

[0063] The forward or reverse rotation of the service motor 2 is transmitted to the brake mechanism 5 via the first rotation lock mechanism 6 and the planetary gear mechanism 4. For example, in the operation of releasing the parking brake, the brake is released (the braking force is released) by the forward or reverse rotation of the service motor 2.

[0064] The first rotation locking mechanism 6 always allows for free (unlocked) forward or reverse rotation from the service motor 2 to the planetary gear 61, but always locks bidirectional rotation from the planetary gear 61 to the service motor 2. The second rotation locking mechanism 7 always locks bidirectional rotation from the sun gear 60 to the safety motor 3. In the parking brake release operation, with the sun gear 60 on the safety motor 3 side fixed in the planetary gear mechanism 4, power is transmitted from the planetary gear 61 on the service motor 2 side to the internal gear 62 on the reduction gear 20 side. Furthermore, when releasing the parking brake, it is not limited to releasing it using only the driving force of the service motor 2; it may also be released using only the driving force of the safety motor 3 (dashed arrow in the diagram), or it may be released using both power sources.

[0065] <Manual release of parking brake> As shown in Figure 9, the safety motor 3 is driven during the manual release of the parking brake. During the manual release of the parking brake, the control circuit 15 of the safety motor 3 is supplied with power from the storage power supply 16. The service motor 2 is not driven during the manual release of the parking brake. During the manual release of the parking brake, the control circuit 13 of the service motor 2 is not supplied with power from the power supply 14.

[0066] When the safety motor 3 is driven, the first rotation locking mechanism 6 locks the rotation of the planetary gear 61, while the second rotation locking mechanism 7 does not lock the rotation of the sun gear 60. The safety motor 3 can rotate in either the forward or reverse direction depending on the power supply.

[0067] The forward or reverse rotation of the safety motor 3 is transmitted to the brake mechanism 5 via the second rotation lock mechanism 7 and the planetary gear mechanism 4. For example, in the operation of the safety brake, the brake is released (the braking force is released) by the forward or reverse rotation of the safety motor 3.

[0068] The first rotation locking mechanism 6 always locks bidirectional rotation from the planetary gear 61 to the service motor 2. The second rotation locking mechanism 7 always allows (does not lock) forward or reverse rotation (driven by the storage power supply 16) from the safety motor 3 to the sun gear 60, but always locks bidirectional rotation from the sun gear 60 to the safety motor 3. In the operation of manually releasing the parking brake, with the planetary gear 61 on the service motor 2 side fixed in the planetary gear mechanism 4, power is transmitted from the sun gear 60 on the safety motor 3 side to the internal gear 62 on the reduction gear 20 side. In the operation of manually releasing the parking brake, after releasing the brake, the safety motor 3 is stopped. In addition, the parking brake can be manually released by pressing the push switch on the caliper body or controller of the brake mechanism 5.

[0069] <Strong braking> As shown in Figure 10, during the operation of the strong brake, both the service motor 2 and the safety motor 3 are driven. During the operation of the strong brake, the control circuit 13 of the service motor 2 is supplied with power from the power supply 14. During the operation of the strong brake, the storage power supply 16 of the safety motor 3 is supplied with power from the power supply 14. As a result, the storage power supply 16 is charged.

[0070] When the regular motor 2 is driven, the first rotation locking mechanism 6 does not lock the rotation of the planetary gear 61. The regular motor 2 can rotate in both forward and reverse directions depending on the power supply. When the safety motor 3 is driven, the second rotation locking mechanism 7 does not lock the rotation of the sun gear 60. The safety motor 3 can rotate in both forward and reverse directions depending on the power supply.

[0071] The forward and reverse rotations of the service motor 2 are transmitted to the brake mechanism 5 via the first rotation lock mechanism 6 and the planetary gear mechanism 4. In addition, the forward and reverse rotations of the safety motor 3 are transmitted to the brake mechanism 5 via the second rotation lock mechanism 7 and the planetary gear mechanism 4. For example, in the operation of strong braking, the brakes are tightened (brake force is applied) by both the forward rotation of the service motor 2 and the forward rotation of the safety motor 3. As a result, in the operation of strong braking, a stronger braking force can be applied than in the operation of normal braking.

[0072] The first rotation locking mechanism 6 always allows free (unlocked) bidirectional rotation from the service motor 2 to the planetary gear 61, but always locks bidirectional rotation from the planetary gear 61 to the service motor 2. The second rotation locking mechanism 7 always allows free (unlocked) bidirectional rotation from the safety motor 3 to the sun gear 60, but always locks bidirectional rotation from the sun gear 60 to the safety motor 3. In the operation of the strong brake, power is transmitted in the planetary gear mechanism 4 from both the planetary gear 61 on the service motor 2 side and the sun gear 60 on the safety motor 3 side to the internal gear 62 on the reduction gear 20 side. Furthermore, since strong force is generally not required when releasing the brakes, it is acceptable to release them using the driving force of either the regular motor 2 or the safety motor 3.

[0073] <Effects and Effects> As described above, the railway vehicle braking device 1 according to this embodiment comprises an electric motor 2, a reduction gear 20 having an output rotating body 21 that outputs rotational force input from the electric motor 2, an input rotating body 31 to which the rotational force output from the output rotating body 21 is input, a conversion mechanism 30 having a linear motion member 32 that converts the rotational motion of the input rotating body 31 into linear motion in directions VA and VB parallel to the rotation axis of the input rotating body 31, and friction materials 40A and 40B that transmit the linear motion of the linear motion member 32 and are pressed against a braked member 41 of the railway vehicle to brake the railway vehicle. The input rotating body 31 is provided to be able to move relative to the output rotating body 21 in directions VA and VB and to transmit the rotational motion of the output rotating body 21 to the linear motion member 32.

[0074] In this configuration, since the input rotating body 31 is movable relative to the output rotating body 21 in the directions of movement VA and VB, the reaction force (brake reaction force) generated when the friction materials 40A and 40B are pressed against the braked member 41 does not act on the reduction gear 20. Therefore, the possibility of damage to the reduction gear 20 due to the brake reaction force can be reduced.

[0075] The railway vehicle braking device 1 according to this embodiment includes a housing 50 that houses a conversion mechanism 30 so that the linear motion member 32 can move in the directions VA and VB, and a reaction force receiving member 51 provided between the end of the input rotating body 31 in the direction opposite to the direction in which the friction materials 40A and 40B are pressed against the braked member 41 and the housing 50, and which receives the reaction force acting on the input rotating body 31 when the friction materials 40A and 40B are pressed against the braked member 41. With this configuration, the brake reaction force is received by the reaction force receiving member 51, thus increasing durability against brake reaction force.

[0076] In this embodiment, the input rotating body 31 is a male screw 31. The linear motion member 32 is a female screw 32 that meshes with the male screw 31. The output rotating body 21 and the male screw 31 have splines 21a and 31a that mesh with each other so as to be able to move relative to each other in the directions of movement VA and VB. The rotational motion of the output rotating body 21 input via the splines 21a and 31a is transmitted to the male screw 31 and converted into linear motion of the female screw 32. With this configuration, the splines 21a and 31a enable relative movement of the output rotating body 21 and the male screw 31 in the directions VA and VB, and the conversion of the rotational motion of the output rotating body 21 to the linear motion of the female screw 32.

[0077] The output rotating body 21 according to this embodiment has a hollow structure. The reaction force receiving member 51 is provided at the end of the male screw 31 that penetrates the inside of the hollow structure. This configuration contributes to space saving compared to the case where the reaction force receiving member 51 is provided at the end of the male screw 31 that passes outside the hollow structure.

[0078] The conversion mechanism 30 according to this embodiment is a ball screw mechanism. With this configuration, the ball screw mechanism can convert the rotational motion of the male screw 31 into the linear motion of the female screw 32.

[0079] The railway vehicle braking device 1 according to this embodiment includes a safety motor 3 provided separately from the service motor 2 which serves as an electric motor, and a gear mechanism 4 to which the outputs of the service motor 2 and the safety motor 3 are input. The gear mechanism 4 includes a first gear to which the output of the service motor 2 is input, a second gear to which the output of the safety motor 3 is input, and a third gear that outputs the rotational power input from the first gear or the second gear to the reduction gear 20. In this configuration, the output of the regular motor 2 and the output of the safety motor 3 are input to different gears, thus enabling braking functions driven by both the regular motor 2 and the safety motor 3. Therefore, it is possible to increase rigidity against braking reaction forces while providing redundancy in the braking function.

[0080] The gear mechanism 4 according to this embodiment is a planetary gear mechanism 4 having a sun gear 60, planetary gears 61, and an internal gear 62. The first gear is one of the sun gear 60 and the planetary gear 61. The second gear is the other of the sun gear 60 and the planetary gear 61. The third gear is the internal gear 62. With this configuration, the output of the regular motor 2 and the output of the safety motor 3 are input to the sun gear 60 and planetary gear 61, which are arranged coaxially, respectively. Therefore, the regular motor 2 and the safety motor 3 can be arranged coaxially. Consequently, the device can be made compact.

[0081] In the railway vehicle braking system 1 according to this embodiment, a first rotation lock mechanism 6 capable of locking the rotation of the first gear is provided between the service motor 2 and the first gear. A second rotation lock mechanism 7 capable of locking the rotation of the second gear is provided between the safety motor 3 and the second gear. When the service motor 2 is driven, the first rotation lock mechanism 6 does not lock the rotation of the first gear, and the second rotation lock mechanism 7 locks the rotation of the second gear. When the safety motor 3 is driven, the first rotation lock mechanism 6 locks the rotation of the first gear, and the second rotation lock mechanism 7 does not lock the rotation of the second gear. With this configuration, when driving either the regular motor 2 or the safety motor 3, the other is not dragged along, allowing the brakes to be applied efficiently.

[0082] In this embodiment, the safety motor 3 is a DC motor. The regular motor 2 is an AC motor. The first gear is a planetary gear 61. The second gear is a sun gear 60. The reduction ratio between the sun gear 60 and the internal gear 62 is greater than the reduction ratio between the planetary gear 61 and the internal gear 62. With this configuration, the output of the safety DC motor is input to the gear with a high reduction ratio, thus avoiding torque deficiency without the need to enlarge the DC motor.

[0083] The reduction gear 20 according to this embodiment includes a case 23 that rotatably holds an input gear 70 to which the output of an electric motor is input; a crankshaft 24 that is rotatably supported by the case 23 and whose eccentric region 24a rotates in response to the rotation of the input gear 70; an oscillating gear 25 that has fewer external teeth 25a than the number of internal tooth pins 26, and which oscillates and rotates by receiving a rotational force from the eccentric region 24a of the crankshaft 24 while meshing with the internal tooth pins 26 with the external teeth 25a; an annular output rotating body 21 that is rotatably supported by the case 23 and has a plurality of pin grooves 21b on its inner circumference at equal intervals in the circumferential direction; and a plurality of internal tooth pins 26 that are rotatably held in the pin grooves 21b of the output rotating body 21. With this configuration, the reduction gear 20, which has high rigidity, high reduction, and low backlash, ensures stability and responsiveness of the braking force.

[0084] <Second Embodiment> <Braking systems for railway vehicles> Figure 11 is a block diagram of the second embodiment of the railway vehicle braking system 201. In the first embodiment described above, an example was given in which the safety power source is a DC motor, but it is not limited to this. For example, the safety power source may be a spring cylinder. As shown in Figure 11, the safety power source 203 of the second embodiment includes a spring 204 and a holding mechanism 207 that holds the spring 204 in an energized state. In the second embodiment, the same names are used for components similar to those in the first embodiment described above, and detailed explanations are omitted.

[0085] For example, the regular controller 11 controls the rotational drive of the regular motor 2 via the control circuit 13. For example, the regular controller 11 controls the second rotation lock mechanism 207 (an example of a holding mechanism) that constitutes the safety power unit 203. For example, the safety controller 12 controls the second rotation lock mechanism 207 which constitutes the safety power unit 203. The spring 204 which constitutes the safety power unit 203 functions as a drive energy source in the event of power loss for the safety brake and the parking brake. For example, the spring 204 is a coil spring.

[0086] In this embodiment, the output shaft of the regular motor 2 (AC motor) is connected to the sun gear 60 via the first rotation lock mechanism 6. The output shaft of the safety power unit 203 (spring 204) is connected to the planetary carrier 63 (planetary gear 61) via the second rotation lock mechanism 207. The reduction gear 20 is connected to the external gear 64 via the input gear 70.

[0087] <An example of braking operation> Next, an example of the brake operation of the railway vehicle braking system of the second embodiment will be explained with reference to Figures 12 to 16. Figure 12 is an explanatory diagram of the operation of the normal brake in the second embodiment. Figure 13 is an explanatory diagram of the operation of the safety brake in the second embodiment. Figure 14 is an explanatory diagram of the operation of the energy charge in the second embodiment. Figure 15 is an explanatory diagram of the return operation in the second embodiment. Figure 16 is an explanatory diagram of the operation of manual release of the parking brake in the second embodiment. In Figures 12 to 16, the vehicle control device 10 and other components shown in Figure 11 are omitted.

[0088] <Normal Brakes> As shown in Figure 12, during normal braking, the service motor 2 is driven. During normal braking, the control circuit 13 of the service motor 2 is supplied with power from the power supply 14. During normal braking, the safety power unit 203 is not driven. During normal braking, the spring 204 of the safety power unit 203 is held in an energized state so that it can be operated in an emergency.

[0089] When the regular motor 2 is driven, the first rotation locking mechanism 6 does not lock the rotation of the sun gear 60, while the second rotation locking mechanism 207 locks the rotation of the planetary gear 61. The regular motor 2 can rotate in both forward and reverse directions depending on the power supply.

[0090] The forward and reverse rotations of the service motor 2 are transmitted to the brake mechanism 5 via the first rotation lock mechanism 6 and the planetary gear mechanism 4. For example, in normal brake operation, the brake is tightened by the forward rotation of the service motor 2, and the brake is released by the reverse rotation.

[0091] The first rotation locking mechanism 6 always allows free (unlocked) bidirectional rotation from the service motor 2 to the sun gear 60, but always locks bidirectional rotation from the sun gear 60 to the service motor 2. The second rotation locking mechanism 207 always locks bidirectional rotation from the planetary gear 61 to the safety power unit 203. In normal brake operation, with the planetary gear 61 on the safety power unit 203 side fixed in the planetary gear mechanism 4, power is transmitted from the sun gear 60 on the service motor 2 side to the internal gear 62 on the reduction gear 20 side. In normal braking operation, when the brake is to be held (for example, the parking brake), the service motor 2 is stopped while a predetermined braking force is applied.

[0092] <Safety Brake> As shown in Figure 13, the safety brake operates, driving the safety power unit 203. When the safety brake operates, the spring 204 of the safety power unit 203 is released from its charged state. The service motor 2 is not driven when the safety brake operates. When the safety brake operates, the control circuit 13 of the service motor 2 is not supplied with power from the power supply 14.

[0093] When the spring 204 is released from its stored energy state, the first rotation locking mechanism 6 locks the rotation of the sun gear 60, while the second rotation locking mechanism 207 does not lock the rotation of the planetary gear 61. The safety power unit 203 can rotate in one direction when the spring 204 is released from its stored energy state. Here, the one-way rotation of the safety power unit 203 is rotation in one direction around the output shaft of the safety power unit 203.

[0094] The unidirectional rotation of the safety power unit 203 is transmitted to the brake mechanism 5 via the second rotation locking mechanism 207 and the planetary gear mechanism 4. For example, in the operation of the safety brake, the unidirectional rotation of the safety power unit 203 applies braking force.

[0095] The first rotation locking mechanism 6 always locks bidirectional rotation from the sun gear 60 to the service motor 2. The second rotation locking mechanism 207 always allows unidirectional rotation from the safety power unit 203 to the planetary gear 61 (it does not lock), but always locks bidirectional rotation from the planetary gear 61 to the safety power unit 203. In the operation of the safety brake, with the sun gear 60 on the service motor 2 side fixed in the planetary gear mechanism 4, power is transmitted from the planetary gear 61 on the safety power unit 203 side to the internal gear 62 on the reduction gear 20 side. Furthermore, in the operation of the safety brake, when the brake is to be held (for example, the parking brake), the safety power unit 203 (for example, the second rotation lock mechanism 207) is stopped while a predetermined braking force is applied.

[0096] <Energy Charge> As shown in Figure 14, the regular motor 2 is driven during the energy charging operation. During the energy charging operation, the control circuit 13 of the regular motor 2 is supplied with power from the power supply 14. During the energy charging operation, the spring 204 is put into an energized state. This allows the safety power unit 203 to be driven in an emergency.

[0097] During the energy charging operation, the vehicle control device 10 drives the service motor 2 while controlling the first rotation lock mechanism 6 and the second rotation lock mechanism 207 to prevent the rotation of the sun gear 60 and planetary gear 61 from locking, thereby storing energy in the spring 204. The service motor 2 can rotate in the forward direction or in the reverse direction (rotation in the braking direction) depending on the power supply.

[0098] The forward or reverse rotation (rotation in the braking direction) of the service motor 2 is transmitted to the brake mechanism 5 via the first rotation lock mechanism 6 and the planetary gear mechanism 4. During energy charging, the brake is tightened (brake force is applied) by the rotation of the service motor 2 in the braking direction.

[0099] The first rotation locking mechanism 6 always allows for free (unlocked) forward or reverse rotation from the service motor 2 to the sun gear 60, but always locks bidirectional rotation from the sun gear 60 to the service motor 2. The second rotation locking mechanism 207 always allows for free (unlocked) bidirectional rotation of the planetary gear 61. During the energy charging operation, with the planetary gear 61 on the safety power unit 203 side of the planetary gear mechanism 4 allowed to rotate freely, power is transmitted from the sun gear 60 on the service motor 2 side to the internal gear 62 on the reduction gear 20 side.

[0100] When the rotation of the service motor 2 in the braking direction presses the friction materials 40A and 40B against the braked member 41 (for example, when the braked member 41 is sandwiched between the pair of friction materials 40A and 40B), the friction materials 40A and 40B cannot advance any further. In the energy charging operation, since the planetary gear 61 is free to rotate, a force acts on the spring 204 in the opposite direction to the braking direction. That is, the driving force of the service motor 2 causes the spring 204 to rotate in the energy storage direction (charging direction). As a result, the spring 204 returns to its original position (the position in the energy storage state).

[0101] In addition, during the energy charging operation, the force of the spring 204 may be detected by a sensor, or the current value of the service motor 2 may be detected. For example, the vehicle control device 10 may stop the spring 204 at a predetermined position based on the detection results of the force of the spring 204 and the current value of the service motor 2, so as not to over-energize the spring 204.

[0102] <Return action> As shown in Figure 15, the normal motor 2 is driven during the return operation. Here, the return operation is the operation of separating the friction materials 40A and 40B from the braked member 41. During the return operation, power is supplied to the control circuit 13 of the normal motor 2 from the power supply 14. During the return operation, the spring 204 is in an energized state. This allows the safety power unit 203 to be driven in an emergency.

[0103] When the service motor 2 is driven, the first rotation locking mechanism 6 does not lock the rotation of the sun gear 60, and the second rotation locking mechanism 207 locks the rotation of the planetary gear 61. The service motor 2 can rotate in the forward direction or in the reverse direction (loosening direction) depending on the power supply. Here, rotation in the loosening direction is rotation in the opposite direction to the braking direction.

[0104] The forward or reverse rotation (loosening rotation) of the service motor 2 is transmitted to the brake mechanism 5 via the first rotation lock mechanism 6 and the sun gear 60 mechanism 4. For example, in the return operation, the brake is released (the braking force is released) by the rotation of the service motor 2 in the loosening direction.

[0105] The first rotation locking mechanism 6 always allows free (unlocked) forward or reverse rotation from the service motor 2 to the sun gear 60, but always locks bidirectional rotation from the sun gear 60 to the service motor 2. The second rotation locking mechanism 207 always locks bidirectional rotation from the planetary gear 61 to the safety power unit 203. In the return operation, with the planetary gear 61 on the safety power unit 203 side fixed in the planetary gear mechanism 4, power is transmitted from the sun gear 60 on the service motor 2 side to the internal gear 62 on the reduction gear 20 side. In the return operation, after releasing the brake (after separating the friction materials 40A and 40B from the braked member 41), the service motor 2 is stopped.

[0106] <Manual release of parking brake> As shown in Figure 16, in the manual parking brake release operation, the rotating shaft of the safety power unit 203 is manually disconnected. In the manual parking brake release operation, the spring 204 of the safety power unit 203 is completely released from its stored energy state. In the manual parking brake release operation, the service motor 2 is not driven. In the manual parking brake release operation, the control circuit 13 of the service motor 2 is not supplied with power from the power supply 14.

[0107] When the spring 204 is fully released from its stored energy state, the first rotation lock mechanism 6 locks the rotation of the sun gear 60, while the second rotation lock mechanism 207 does not lock the rotation of the planetary gear 61. The safety power unit 203 can rotate in one direction when the spring 204 is fully released from its stored energy state. In the operation of manually releasing the parking brake, the rotation axis of the safety power unit 203 is disconnected, so the one-way rotation of the spring 204 does not act on the brake mechanism 5. In the operation of manually releasing the parking brake, the reaction force acting on the brake mechanism 5 is released, so the brake loosens.

[0108] For example, in the operation of manually releasing the parking brake, the rotating shaft of the safety power unit 203 may be disconnected by a spring clutch or the like. For example, the brake may be released by manually turning a mechanical switch while the parking brake is applied. For example, the output shaft of the safety power unit 203 may be turned with a tool such as a wrench. For example, the shaft may be cut between the second rotation lock mechanism 207 and the planetary gear 61. After manually releasing the parking brake, the spring 204 is charged (held in an energized state) when the power is turned on.

[0109] <Effects and Effects> As described above, the safety power unit 203 according to this embodiment includes a spring 204 and a holding mechanism 207 for holding the spring 204 in an energized state. The first gear to which the output of the regular motor 2 is input is the sun gear 60. The second gear to which the output of the safety power unit 203 is input is the planetary gear 61. The reduction ratio between the sun gear 60 and the internal gear 62 is greater than the reduction ratio between the planetary gear 61 and the internal gear 62. By the way, when spring force is applied to a gear with a high reduction ratio, the spring's stroke length increases. Since the spring rotates slower than the electric motor, there is a high possibility that it will take a long time for the safety brake to engage. In contrast, with this configuration, the spring force (force of spring 204) is applied to the gear with the lower reduction ratio, thus avoiding the above problem.

[0110] In the railway vehicle braking system 201 according to this embodiment, a first rotation lock mechanism 6 capable of locking the rotation of the first gear is provided between the service motor 2 and the first gear. The holding mechanism 207 is a second rotation lock mechanism 207 capable of locking the rotation of the second gear. The railway vehicle braking system 201 comprises the first rotation lock mechanism 6, the second rotation lock mechanism 207, and a vehicle control device 10 that controls the service motor 2. The vehicle control device 10 drives the service motor 2 while controlling the first rotation lock mechanism 6 and the second rotation lock mechanism 207 so as not to lock the rotation of the first gear and the second gear, thereby storing energy in the spring 204. With this configuration, the spring 204 can be brought into an energized state (automatically) by the control of the vehicle control device 10, without requiring manual force to be applied.

[0111] <Third Embodiment> Figure 17 is a perspective view of the connection between the gear mechanism 4 and the reduction gear 20 in the third embodiment. In the first embodiment described above, an example was given in which the regular motor 2 and the safety motor 3 are arranged on the same axis, but the invention is not limited to this. For example, as shown in Figure 17, the regular motor 2 and the safety motor 3 may be arranged on different axes. In the third embodiment, the same names will be used for components similar to those in the first embodiment described above, and detailed explanations will be omitted.

[0112] As shown in Figure 17, the output shafts of the regular motor 2 and the safety motor 3 are arranged parallel to each other. A small gear 365 is provided on the output shaft of the regular motor 2 via a first rotation locking mechanism 6. An external gear 64 and an intermediate gear 366, which has a larger diameter than the external gear 64, are provided on the outer circumference of the internal gear 62.

[0113] In this embodiment, the output shaft of the regular motor 2 is connected to the external gear 64 via the first rotation lock mechanism 6 and the small gear 365. The output shaft of the safety motor 3 is connected to the sun gear 60 via the second rotation lock mechanism 7. The reduction gear 20 is connected to the intermediate gear 366 via the input gear 70. With this configuration, the addition of gears allows the regular motor 2, the safety motor 3, and the reduction gear 20 to be arranged in parallel.

[0114] <Fourth Embodiment> Figure 18 is a perspective view of the connection between the gear mechanism 4 and the reduction gear 420 in the fourth embodiment. In the first embodiment described above, an example was given in which the reduction gear 20 has a hollow structure, but the embodiment is not limited to this. For example, as shown in Figure 18, the reduction gear 420 does not have to have a hollow structure. In the fourth embodiment, the same names are given to components as in the first and third embodiments described above, and detailed descriptions are omitted.

[0115] As shown in Figure 18, the reduction gear 420 is a solid type reduction gear with a solid structure. The output shafts of the regular motor 2 and the safety motor 3 are arranged parallel to each other. The output shaft of the safety motor 3 and the central axis of the reduction gear 420 are arranged coaxially to each other. A carrier shaft 467 is connected to the planetary gear 61.

[0116] In this embodiment, the output shaft of the regular motor 2 is connected to the external gear 64 via the first rotation lock mechanism 6 and the small gear 365. The output shaft of the safety motor 3 is connected to the sun gear 60 via the second rotation lock mechanism 7. The central shaft of the reduction gear 420 is connected to the carrier shaft 467, which is the shaft portion of the carrier 63. This configuration eliminates the need for input gears 70 and intermediate gears 366, thus reducing the number of gears.

[0117] <Fifth Embodiment> Figure 19 is a schematic diagram showing the force-point driven configuration of the fifth embodiment. In the first embodiment described above, an example was given in which the electric motor 2 and the linear motion member 32 are arranged on different axes, but the embodiment is not limited to this. For example, as shown in Figure 19, the electric motor 2 and the linear motion member 532 may be arranged on the same axis. In the fifth embodiment, the same names are used for components similar to those in the first and third embodiments described above, and detailed descriptions are omitted.

[0118] As shown in Figure 19, the railway vehicle braking system 501 includes a conversion mechanism 530 that converts the rotational force output from the electric motor 2 into linear motion. The conversion mechanism 530 includes a linear motion member 532, a pair of arms 533A and 533B arranged at intervals in the vehicle width direction, and a connecting member 534 that connects the pair of arms 533A and 533B. Hereinafter, of the pair of arms 533A and 533B, the arm 533A on one side in the vehicle width direction will also be referred to as the "first arm 533A," and the arm 533B on the other side in the vehicle width direction will also be referred to as the "second arm 533B."

[0119] The first arm 533A extends along the vehicle's longitudinal direction, connecting one end of the linear motion member 532 to the first friction material 40A. The first arm 533A has a longitudinal length along the vehicle's longitudinal direction. One end of the first arm 533A in the longitudinal direction is connected to one end of the linear motion member 532 via a universal joint or the like. The other end of the first arm 533A in the longitudinal direction is connected to the first friction material 40A via a universal joint or the like.

[0120] The second arm 533B extends along the vehicle's longitudinal direction, connecting the other end of the linear motion member 532 to the second friction material 40B. The second arm 533B has a longitudinal length along the vehicle's longitudinal direction. One end of the second arm 533B in the longitudinal direction is connected to the other end of the linear motion member 532 via a universal joint or the like. The other end of the second arm 533B in the longitudinal direction is connected to the second friction material 40B via a universal joint or the like.

[0121] The connecting member 534 extends along the vehicle width direction so as to connect the pair of arms 533A and 533B. The connecting member 534 has a longitudinal length along the vehicle width direction. One end of the connecting member 534 in the longitudinal direction is connected so as to be able to swing relative to the longitudinal center of the first arm 533A. The other end of the connecting member 534 in the longitudinal direction is connected so as to be able to swing relative to the longitudinal center of the second arm 533B.

[0122] For example, when the rotational force output from the electric motor 2 is converted into linear motion of the linear motion member 532, the linear motion of the linear motion member 532 is transmitted to the friction materials 40A and 40B via the arms 533A and 533B and the connecting member 534. The arms 533A and 533B move in a direction in which the ends on the friction material 40A and 40B sides move toward each other, with the connecting member 534 as the pivot point. As a result, the friction materials 40A and 40B are pressed against the braked member 41. Therefore, the railway vehicle can be braked.

[0123] The railway vehicle braking system 501 according to this embodiment has a force-point drive configuration. Incidentally, when the friction materials 40A and 40B wear down due to friction with the braked member 41, a gap will be created between the friction materials 40A and 40B and the braked member 41. Therefore, a gap adjustment mechanism will be required to adjust the gap, which is likely to complicate the structure. In contrast, with this configuration, even if the friction materials 40A and 40B wear down, the gap between the friction materials 40A and 40B and the braked member 41 can be kept constant by the electric motor 2. In addition, since the electric motor 2 also functions as a gap adjuster, the structure can be simplified.

[0124] <Sixth Embodiment> Figure 20 is a schematic diagram showing the configuration of the pivot-driven type of the sixth embodiment. In the fifth embodiment described above, an example of a force-point drive type configuration was given, but the invention is not limited to this. For example, as shown in Figure 20, the railway vehicle braking device 601 may have a fulcrum drive type configuration. In the sixth embodiment, the same names are used for configurations similar to those in the first and fifth embodiments described above, and detailed descriptions are omitted.

[0125] As shown in Figure 20, the railway vehicle braking system 601 includes a conversion mechanism 630 that converts the rotational force output from the electric motor 2 into linear motion. The conversion mechanism 630 includes a linear motion member 632, a first arm 633A and a second arm 633B arranged at intervals in the vehicle width direction, a third arm 633C extending along the vehicle width direction to connect the first arm 633A and the second arm 633B, a pivot member 634 that supports the first arm 633A, and a link mechanism 635 connected to the pivot member 634.

[0126] The first arm 633A extends along the longitudinal direction of the vehicle, connecting one end of the third arm 633C to the first friction material 40A. The first arm 633A has a longitudinal length along the longitudinal direction of the vehicle. One end of the first arm 633A in the longitudinal direction is connected to one end of the third arm 633C via a universal joint or the like. The other end of the first arm 633A in the longitudinal direction is connected to the first friction material 40A via a universal joint or the like.

[0127] The second arm 633B extends along the vehicle's longitudinal direction, connecting the other end of the third arm 633C to the second friction material 40B. The second arm 633B has a longitudinal length along the vehicle's longitudinal direction. One end of the second arm 633B in the longitudinal direction is connected to the other end of the third arm 633C via a universal joint or the like. The other end of the second arm 633B in the longitudinal direction is connected to the second friction material 40B via a universal joint or the like.

[0128] The pivot member 634 extends along the vehicle width direction. The pivot member 634 has a longitudinal length along the vehicle width direction. One end of the pivot member 634 in the longitudinal direction is connected to the longitudinal center of the first arm 633A so as to be able to swing relative to it.

[0129] The link mechanism 635 is L-shaped. One end of the link mechanism 635 is connected to one end of the linear motion member 632 via a universal joint or the like. The other end of the link mechanism 635 is connected to the longitudinal center of the second arm 633B via a universal joint or the like. The bent portion of the link mechanism 635 is connected to the longitudinal other end of the pivot member 634 via a universal joint or the like.

[0130] For example, when the rotational force output from the electric motor 2 is converted into linear motion of the linear motion member 632, the linear motion of the linear motion member 632 is transmitted to the friction materials 40A and 40B via the arms 633A, 633B, 633C, the pivot member 634, and the link mechanism 635. The first arm 633A moves with the pivot member 634 as the pivot point, with the end on the first friction material 40A side moving toward the braked member 41. The second arm 633B moves with the end on the second friction material 40B side moving toward the braked member 41 due to the operation of the link mechanism 635. As a result, the friction materials 40A and 40B are pressed against the braked member 41. Therefore, the railway vehicle can be braked.

[0131] The railway vehicle braking system 601 according to this embodiment has a pivot-driven configuration. With this configuration, by using a gap adjustment device in conjunction, the gap between the friction materials 40A and 40B and the braked member 41 can be kept constant even if the friction materials 40A and 40B wear down.

[0132] <Seventh Embodiment> Figure 21 is a cross-sectional view showing a schematic of the seventh embodiment of a braking device for railway vehicles. Figure 22 is a schematic diagram showing an application example of the seventh embodiment using a disc brake. In the first embodiment described above, an example was given in which a regular motor 2 and a safety motor 3 were provided, but the invention is not limited to this. For example, as shown in Figure 21, the safety motor 3 may not be provided. In the seventh embodiment (Figures 21 and 22), the same names are given to components similar to those in the first embodiment described above, and detailed explanations are omitted.

[0133] The railway vehicle braking system 701 of this embodiment comprises a service motor 2 (an example of a motor), a transmission mechanism 704, a reduction gear 20, a conversion mechanism 30, friction materials 40A and 40B, a vehicle control device 10 (an example of a control unit), and a service controller 11. In Figures 21 and 22, the vehicle control device 10 and other components shown in Figure 1 are omitted.

[0134] The service motor 2 is arranged along the vehicle width direction. The service motor 2 has an output shaft that protrudes to one side in the vehicle width direction. The output shaft of the service motor 2 is connected to the transmission mechanism 704. The transmission mechanism 704 is provided between the service motor 2 and the reduction gear 20. The transmission mechanism 704 transmits the rotational power input from the service motor 2 to the reduction gear 20. For example, the transmission mechanism 704 may include a first transmission gear to which the output of the service motor 2 is input, a second transmission gear that meshes with the input gear 70 on the reduction gear 20 side, and a third transmission gear that meshes with the first and second transmission gears.

[0135] The reduction gear 20 has an output rotor 21 that outputs rotational force input from the electric motor 2 via a transmission mechanism 704. The output rotor 21 has a hollow structure. The output rotor 21 is formed in a cylindrical shape that extends along the vehicle width direction. The reduction gear 20 is connected to the transmission mechanism 704 via an input gear 70.

[0136] In this embodiment, the output shaft of the regular motor 2 is connected to the reduction gear 20 via a transmission mechanism 704 and an input gear 70. The reduction gear 20 includes a cylindrical case 23 that rotatably holds the input gear 70. In this embodiment, the regular motor 2, the transmission mechanism 704, the input gear 70, and the reduction gear 20 have an integrated motor-reduction gear configuration.

[0137] As shown in Figure 22, the friction materials 40A and 40B are provided as a pair in the vehicle width direction, flanking the braked member 41 of the railway vehicle. Linear motion in the movement directions VA and VB of the female screw 32 is transmitted to the friction materials 40A and 40B. As a result, the friction materials 40A and 40B are pressed against the braked member 41, thereby braking the railway vehicle.

[0138] The braking member 41 is a disc attached to the axle of a railway vehicle. The pair of friction materials 40A and 40B form a DBU (Disc Brake Unit) that sandwiches the disc from both sides (disc brake type).

[0139] The housing 50 is provided so as to surround the reaction force receiving member 51, retaining bearing 71, bearing support member 72, spacer 73, tapered roller bearing 74, and cover member 75. In this embodiment, the housing 50 and a part of the conversion mechanism 30 are covered by a bellows-structured cover 780. The cover 780 is configured to expand and contract along the movement directions VA and VB of the female screw 32.

[0140] For example, the output of the regular motor 2 is input to the input gear 70 via the transmission mechanism 704. Then, a reduced rotational force is output from the output rotating body 21 of the reduction gear 20. This rotational force output from the output rotating body 21 is then input to the male screw 31. As described above, the output rotating body 21 and the male screw 31 have splines 21a and 31a that mesh with each other so as to be able to move relative to each other in the directions of movement VA and VB. The rotational motion of the output rotating body 21 input via the splines 21a and 31a is transmitted to the male screw 31. The rotational motion of the male screw 31 is converted into linear motion of the female screw 32 in the directions of movement VA and VB.

[0141] The friction materials 40A and 40B receive linear motion in the directions VA and VB of the movement of the female screw 32 via the arms 33A and 33B and the connecting member 34. The arms 33A and 33B move with the connecting member 34 as a pivot point, with their ends on the friction material 40A and 40B sides moving closer to each other. As a result, the friction materials 40A and 40B are pressed against the braked member 41. Therefore, the railway vehicle can be braked.

[0142] In this embodiment, the railway vehicle braking system 701 has a service motor 2 connected to a reduction gear 20 via a transmission mechanism 704. This configuration reduces the possibility of damage to the reduction gear 20 due to brake reaction force in a motor-reducer integrated configuration.

[0143] <Eighth Embodiment> Figure 23 is a schematic diagram showing an application example of the tread brake type of the eighth embodiment. In the seventh embodiment described above, an example was given in which a pair of friction materials 40A and 40B constitute a DBU (Disc Brake Unit) that sandwiches the disc 41, which is the braked member, from both sides (disc brake type), but the invention is not limited to this. For example, as shown in Figure 23, a TBU (Tread Brake Unit) may be configured that presses against the tread surface of the wheel 841, which is the braked member, on one side (tread brake type). In the eighth embodiment (Figure 23), the same names are used for components similar to those in the first and seventh embodiments described above, and detailed explanations are omitted.

[0144] The railway vehicle braking system 801 of this embodiment includes a service motor 2 (an example of a motor), a transmission mechanism 704, a reduction gear 20, a conversion mechanism 30, a brake shoe 840 (an example of a friction material), a vehicle control device 10 (an example of a control unit), and a service controller 11. In Figure 23, the vehicle control device 10 shown in Figure 1, and the service motor 2 and transmission mechanism 704 shown in Figure 21 are omitted.

[0145] In this embodiment, as in the seventh embodiment, the regular motor 2, transmission mechanism 704, input gear 70, and reduction gear 20 have a motor-reduction gear integrated configuration. In this embodiment, the conversion mechanism 30 (an input rotating body 31 to which the rotational force output from the output rotating body 21 is input, and a linear motion member 32 that converts the rotational motion of the input rotating body 31 into linear motion in directions VA and VB parallel to the rotation axis of the input rotating body 31) is arranged along the longitudinal direction of the vehicle.

[0146] The brake shoe 840 is mounted on one side of the wheel 841 (an example of a braked member) of a railway vehicle in the longitudinal direction of the vehicle. Linear motion in the direction of movement VA (opposite to the direction of movement VB) of the female screw 32 is transmitted to the brake shoe 840. As a result, the brake shoe 840 is pressed against the braked member 841, thereby braking the railway vehicle.

[0147] The braked member 841 is the wheel of a railway vehicle. The brake shoe 840 constitutes a TBU (Tread Brake Unit) that presses against one side of the tread surface of the wheel 841, which is the braked member (tread brake type). A shoe head 842 is attached to the part of the brake shoe 840 opposite to the wheel 841. The end of the female screw 32 opposite to the reduction gear 20 is connected to the center of the shoe head 842 in the vertical direction of the vehicle.

[0148] For example, the output of the regular motor 2 is input to the input gear 70 via the transmission mechanism 704. Then, a reduced rotational force is output from the output rotating body 21 of the reduction gear 20. This rotational force output from the output rotating body 21 is then input to the male screw 31. As described above, the output rotating body 21 and the male screw 31 have splines 21a and 31a that mesh with each other so as to be able to move relative to each other in the directions of movement VA and VB. The rotational motion of the output rotating body 21 input via the splines 21a and 31a is transmitted to the male screw 31. The rotational motion of the male screw 31 is converted into linear motion of the female screw 32 in the directions of movement VA and VB.

[0149] The linear motion of the female screw 32 in the direction of movement VA (opposite to the direction of movement VB) is transmitted to the brake shoe 840 via the shoe head 842. As a result, the brake shoe 840 is pressed against the braked member 841. Therefore, the railway vehicle can be braked.

[0150] The railway vehicle braking device 801 according to this embodiment constitutes a TBU (Tread Brake Unit) that presses one side against the tread surface of the wheel 841, which is the member to be braked. This configuration reduces the possibility of damage to the reduction gear 20 due to brake reaction force in a tread brake system.

[0151] It should be noted that the technical scope of the present invention is not limited to the embodiments described above, and various modifications can be made without departing from the spirit of the invention.

[0152] In the embodiments described above, the input rotating body is a male screw and the linear motion member is a female screw that meshes with the male screw, but the invention is not limited to this. For example, the input rotating body may be a female screw and the linear motion member may be a male screw that meshes with the female screw. For example, the configuration of the input rotating body and the linear motion member can be changed according to the required specifications.

[0153] In the embodiments described above, the output rotating body is described as having a hollow structure, and the reaction force receiving member is provided at the end of a male screw that penetrates the inside of the hollow structure. However, the invention is not limited to this. For example, the reaction force receiving member may be provided at the end of a male screw that passes outside the hollow structure. For example, the output rotating body may have a solid structure. For example, the configuration of the output rotating body and the installation method of the reaction force receiving member can be changed according to the required specifications.

[0154] In the embodiments described above, the conversion mechanism was explained using an example where it is a ball screw mechanism, but it is not limited to this. For example, if the conversion mechanism is not a ball screw mechanism, the belt Belt pulley It may also be equipped with a belt pulley mechanism that wraps around the belt to transmit power. For example, the configuration of the conversion mechanism can be changed according to the required specifications.

[0155] In the embodiments described above, an example was given in which a safety power unit was provided in addition to the regular motor used as the motor, but the invention is not limited to this. For example, the braking system does not need to have a safety power unit. For example, the braking system may brake the vehicle using only the regular motor used as the motor. For example, the installation method of the safety power unit can be changed according to the required specifications.

[0156] In the embodiments described above, the gear mechanism was described as a planetary gear mechanism having a sun gear, planetary gears, and internal gears, but it is not limited to this. For example, the gear mechanism may be an eccentric oscillating gear mechanism. For example, the braking device does not have a gear mechanism. For example, the configuration and installation of the gear mechanism can be changed according to the required specifications.

[0157] In the embodiments described above, an example was given in which the reduction gear is equipped with an eccentric oscillating gear mechanism, but the invention is not limited to this. For example, the reduction gear may be equipped with a planetary gear mechanism. For example, the reduction gear may be a harmonic reduction gear. For example, the configuration of the reduction gear can be changed according to the required specifications.

[0158] In the embodiments described above, an example was given in which the first rotation lock mechanism and the second rotation lock mechanism are electrically controlled, but the invention is not limited to this. For example, the braking device may include a mechanical lock mechanism such as a reverse input lock mechanism (e.g., a torque diode). For example, the braking device may mechanically lock the rotation of a predetermined gear without control. For example, the braking device may not include at least one of the first rotation lock mechanism and the second rotation lock mechanism. For example, the control mode and installation mode of the first rotation lock mechanism and the second rotation lock mechanism can be changed according to the required specifications.

[0159] In the embodiment described above, the gear mechanism comprises a first gear to which the output of the regular motor is input, a second gear to which the output of the safety power unit is input, and a third gear that outputs the rotational power input from the first gear or the second gear to the reduction gear, and the first gear is one of a sun gear and a planetary gear, the second gear is the other of a sun gear and a planetary gear, and the third gear is an internal gear. However, the embodiment is not limited to this. For example, the first gear or the second gear may be an internal gear, and the third gear may be one of a sun gear and a planetary gear. For example, the connection method between the gear mechanism and the reduction gear can be changed according to the required specifications.

[0160] In the embodiments described above, the safety power unit was explained using the case where the safety power unit is an AC motor (an example of a motor) and includes a spring and a holding mechanism as examples, but it is not limited to these. For example, the safety power unit may be an air cylinder or air motor driven by compressed air. The configuration of the safety power unit can be changed according to the required specifications.

[0161] Furthermore, it is possible to replace the components in the above-described embodiments with well-known components without departing from the spirit of the present invention. Also, the above-described modifications may be combined. Among the embodiments disclosed herein, those composed of multiple objects may be integrated, and conversely, those composed of a single object may be divided into multiple objects. Whether or not they are integrated, the invention can be constructed in a way that achieves its objective. [Explanation of Symbols]

[0162] 1... Braking system for railway vehicles, 2... Service motor (motor), 3... Safety motor (safety power unit), 4... Planetary gear mechanism (gear mechanism), 6... First rotation lock mechanism, 7... Second rotation lock mechanism, 10... Vehicle control device (control unit), 20... Reducer, 21... Output rotating body, 21a... Spline, 23... Case, 24... Crankshaft, 24a... Eccentric region, 25... Oscillating gear, 2 5a...External teeth, 26...Internal tooth pin, 30...Conversion mechanism, 31...Male screw (input rotating body), 31a...Spline, 32...Female screw (linear motion member), 40A, 40B...Friction material, 41...Braked member, 50...Housing, 51...Reaction force receiving member, 60...Sun gear (first gear), 61...Planetary gear (second gear), 62...Internal gear (third gear), 70...Input gear, 201...For railway vehicles braking Device, 203... Safety power unit, 204... Spring, 207... Second rotation lock mechanism (holding mechanism), 501... Braking device for railway vehicles, 530... Conversion mechanism, 532... Linear motion member, 601... Braking device for railway vehicles, 630... Conversion mechanism, 632... Linear motion member, 701... Braking device for railway vehicles, 801... Braking device for railway vehicles, 840... Brake shoe (friction material), 841... Wheel (braked member), VA, VB... Direction of movement

Claims

1. Electric motor and, A reduction gear having an output rotating body that outputs the rotational force input from the electric motor, A conversion mechanism comprising: an input rotating body to which the rotational force output from the output rotating body is input; and a linear motion member that converts the rotational motion of the input rotating body into linear motion in a direction of movement parallel to the rotation axis of the input rotating body; The linear motion of the linear motion member is transmitted and pressed against a braked member of the railway vehicle, thereby braking the railway vehicle with friction material, The system includes a safety power unit, which is provided separately from the regular electric motor, as described above. The input rotating body is movable relative to the output rotating body in the direction of movement, and is provided to transmit the rotational motion of the output rotating body to the linear motion member. The output shaft of the safety power unit and the output shaft of the regular motor are arranged coaxially with each other. Braking system for railway vehicles.

2. A housing that houses the conversion mechanism such that the linear motion member can move in the direction of movement, The system further comprises a reaction force receiving member provided between the end of the input rotating body and the housing in the direction of movement opposite to the direction in which the friction material is pressed against the braked member, and which receives the reaction force acting on the input rotating body when the friction material is pressed against the braked member. The braking device for railway vehicles according to claim 1.

3. The input rotating body is a male screw, The linear motion member is a female screw that meshes with the male screw, The output rotating body and the male screw have splines that mesh with each other so as to be able to move relative to each other in the direction of movement. The rotational motion of the output rotating body, input via the spline, is transmitted to the male screw and converted into the linear motion of the female screw. A braking device for railway vehicles according to claim 1 or 2.

4. The output rotating body has a hollow structure. The reaction force receiving member that receives the reaction force acting on the input rotating body when the friction material is pressed against the braked member is provided at the end of a male screw that penetrates the inside of the hollow structure. A braking device for a railway vehicle according to claim 1 or 2.

5. The aforementioned conversion mechanism is a ball screw mechanism. The braking device for a railway vehicle according to claim 3.

6. The gear mechanism further comprises inputs for the output of the regular motor and the output of the safety power unit, The gear mechanism described above is The first gear to which the output of the aforementioned electric motor is input, The output of the aforementioned safety power unit is input to a second gear, The gear comprises a third gear that outputs rotational power input from the first gear or the second gear to the reduction gear, A braking device for a railway vehicle according to claim 1 or 2.

7. The gear mechanism is a planetary gear mechanism having a sun gear, planetary gears and internal gears. The first gear is one of the sun gear and the planetary gear, The second gear is the other of the sun gear and the planetary gear, The third gear is the internal gear. The braking device for railway vehicles according to claim 6.

8. The aforementioned safety power unit includes a spring and a holding mechanism for holding the spring in an energized state. The first gear is the sun gear, The second gear is the planetary gear, The reduction ratio between the sun gear and the internal gear is greater than the reduction ratio between the planetary gear and the internal gear. The braking device for railway vehicles according to claim 7.

9. A first rotation locking mechanism capable of locking the rotation of the first gear is provided between the regular electric motor and the first gear. The holding mechanism is a second rotation locking mechanism capable of locking the rotation of the second gear, The system further comprises the first rotation lock mechanism, the second rotation lock mechanism, and a control unit for controlling the regular motor, The control unit drives the regular motor while controlling the first rotation lock mechanism and the second rotation lock mechanism so as not to lock the rotation of the first gear and the second gear, thereby putting the spring into the stored energy state. The braking device for a railway vehicle according to claim 8.

10. A first rotation locking mechanism capable of locking the rotation of the first gear is provided between the regular electric motor and the first gear. A second rotation locking mechanism capable of locking the rotation of the second gear is provided between the safety power unit and the second gear. When the above-mentioned electric motor is driven, the first rotation lock mechanism does not lock the rotation of the first gear, and the second rotation lock mechanism locks the rotation of the second gear. When the safety power unit is driven, the first rotation lock mechanism locks the rotation of the first gear, and the second rotation lock mechanism does not lock the rotation of the second gear. The braking device for railway vehicles according to claim 6.

11. The aforementioned safety power unit is a DC motor, The aforementioned motor in use is an AC motor, The first gear is the planetary gear, The second gear is the sun gear, The reduction ratio between the sun gear and the internal gear is greater than the reduction ratio between the planetary gear and the internal gear. The braking device for railway vehicles according to claim 7.

12. The aforementioned reduction gear is A case that rotatably holds an input gear to which the output of the aforementioned electric motor is input, A crankshaft rotatably supported in the aforementioned case, the crankshaft whose eccentric region rotates in response to the rotation of the input gear, A rocking gear having fewer external teeth than internal tooth pins, which mesh with the internal tooth pins with the external teeth and which rotates by receiving a rotational force from the eccentric region of the crankshaft, The output rotating body is an annular shape that is rotatably supported in the case and has a plurality of pin grooves on its inner circumference that are spaced equally in the circumferential direction, The output rotating body comprises a plurality of internal tooth pins rotatably held in the pin grooves, A braking device for a railway vehicle according to claim 1 or 2.

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