Braking system for railway vehicles

Abstract

To provide a brake device for a railway vehicle, which can realize redundancy of the brake device for the railway vehicle and improving responsiveness of a braking force, and transmission efficiency for transmitting driving forces of an electric motor for regular use and a power machine for security to a friction member.SOLUTION: A brake device 1 for a railway vehicle comprises: an electric motor 2 for regular use having a rotatable normal-use side rotor 2b; a transmission shaft member 4 that extends from the electric motor 2 for regular use in a rotation shaft direction of the regular-use side rotor 2b and rotates by means of a rotation force output from the regular-use side rotor 2b; a conversion mechanism 30 that is attached to the transmission shaft member 4 and converts rotation motion of the transmission shaft member 4 into linear motion; friction members 40A, 40B that receive the linear motion transmitted thereto to be pressed against a braked member 41 included in the railway vehicle, thereby braking the railway vehicle; and a power motor 3 for security that is attached to the transmission shaft member 4 and outputs a rotation force to the transmission shaft member 4.SELECTED DRAWING: Figure 2

Description

Technical Field

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[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 transmission shaft member for transmitting braking force and two electric motors for driving the transmission shaft member. The input from the two electric motors to the transmission shaft member is interposed with a gear mechanism such as a gear.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since one transmission shaft member is operated by two electric motors, the braking function can be maintained when one of the electric motors fails, but the braking function cannot be maintained when there is a power loss. In addition, the input from the electric motor to the transmission shaft member is interposed with a gear mechanism such as a gear, and there is a high possibility that the transmission efficiency until the driving force of the electric motor is transmitted to the friction member decreases.

[0005] The present invention has been made to solve the above problems, and an object thereof is to provide a braking device for railway vehicles that can achieve redundancy of the braking device for railway vehicles and improve the responsiveness of braking force and the transmission efficiency until the driving forces of the normal electric motor and the emergency power unit are transmitted to the friction member.

Means for Solving the Problems

[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: a service motor having a rotatable service rotor; a transmission shaft member extending from the service motor in the direction of the rotation axis of the service rotor and rotating by the rotational force output from the service rotor; a conversion mechanism attached to the transmission shaft member and converting the rotational motion of the transmission shaft member into linear motion; a friction member that transmits the linear motion and presses against a braked member of the railway vehicle, thereby braking the railway vehicle; and a safety power unit attached to the transmission shaft member and outputting rotational force to the transmission shaft member. The system includes an electromagnetic brake for maintaining braking force, and the electromagnetic brake is provided between the regular motor and the safety power unit. .

[0007] This configuration, by incorporating both a service motor and a safety power unit, enables redundancy in the braking system for railway vehicles. In addition, only one transmission shaft member is required to transmit the output of the service motor and safety power unit to the conversion mechanism. Therefore, compared to cases where a gear mechanism including gears is interposed, the effects of backlash and inertia of the gear mechanism are eliminated. This improves the responsiveness of the braking force and the transmission efficiency from the driving force of the service motor and safety power unit to the friction member.

[0008] (2) In the railway vehicle braking device described in (1) above, the transmission shaft member extends coaxially in two directions from the service motor, and the conversion mechanism and the safety power unit are arranged coaxially with respect to the transmission shaft member and may be provided on opposite sides of the service motor.

[0009] (3) The railway vehicle braking system described in (1) or (2) above further comprises a clutch that switches between a transmission state in which the rotational force of the safety power unit is transmitted to the transmission shaft member and a non-transmission state in which the rotational force of the safety power unit is not transmitted to the transmission shaft member, and the clutch may be provided between the service motor and the safety power unit.

[0010] (4) In the railway vehicle braking system described in (3) above, the safety power unit is a motor having a hollow safety rotor that outputs rotational force, and the clutch may be connected to the safety rotor and the transmission shaft member.

[0011] (5) In the railway vehicle braking system described in (3) or (4) above, the clutch comprises a clutch-side rotor and an armature that is movable relative to the clutch-side rotor, and is an electromagnetic clutch that switches between a contact state in which the armature is in contact with the clutch-side rotor and a non-contact state in which the armature is not in contact with the clutch-side rotor, and the safety-side rotor may be fixed to the armature.

[0012] (6) In the railway vehicle braking system described in (5) above, the clutch-side rotor may be lighter than the safety-side rotor.

[0013] (7) In the braking device for railway vehicles described in any one of the above paragraphs (1) to (6), the service rotor may be hollow, and the transmission shaft member may be driven by passing through the hollow service rotor and being connected to the service rotor.

[0015] ( 8 ) From (1) above ( 7 A braking device for railway vehicles described in any one of the above further comprises a clutch that switches between a transmission state in which the rotational force of the safety power unit is transmitted to the transmission shaft member and a non-transmission state in which the rotational force of the safety power unit is not transmitted to the transmission shaft member, wherein the clutch comprises a clutch-side rotor and an armature that is movable relative to the clutch-side rotor, and is an electromagnetic clutch that switches between a contact state in which the armature is in contact with the clutch-side rotor and a non-contact state in which the armature is not in contact with the clutch-side rotor, wherein the transmission shaft member extending from the service motor may be fixed to the clutch-side rotor.

[0016] ( 9 ) From (1) above ( 8A braking device for railway vehicles described in any one of the above further comprises a clutch that switches between a transmission state in which the rotational force of the safety power unit is transmitted to the transmission shaft member and a non-transmission state in which the rotational force of the safety power unit is not transmitted to the transmission shaft member, wherein the clutch comprises a clutch-side rotor and an armature that is movable relative to the clutch-side rotor, and is an electromagnetic clutch that switches between a contact state in which the armature is in contact with the clutch-side rotor and a non-contact state in which the armature is not in contact with the clutch-side rotor, and the safety power unit may be fixed to the armature.

[0017] ( 10 ) From (1) above ( 9 A braking device for railway vehicles described in any one of the above further comprises an input gear to which the output of the service motor is input, and a reduction gear that outputs a rotational force reduced by receiving the rotation of the input gear to the conversion mechanism, wherein the transmission shaft member extending from the service motor may be fixed to the input gear.

[0018] ( 11 ) From (1) above ( 10 In a braking device for a railway vehicle described in any one of the above, the transmission shaft member is a shaft fixed to the service rotor, and further comprises an input gear fixed to the shaft extending from the service motor and to which the output of the service motor is input, and a reduction gear having an output rotating body that outputs a reduced rotational force in response to the rotation of the input gear, and the conversion mechanism may comprise a male screw which is 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 male screw into linear motion and has a female screw that meshes with the male screw, and an arm that transmits the linear motion which is the output of the female screw to the friction member.

[0019] ( 12 ) From (1) above ( 10In the braking device for railway vehicles according to any one of the above, the transmission shaft member is a cylindrical coupling member fixed to the service side rotor, and is fixed to the coupling member extending from the service motor, and includes an input gear to which the output of the service motor is input, and a speed reducer having an output rotating body that receives the rotation of the input gear and outputs a reduced rotational force. The conversion mechanism may further include a female screw that is 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 female screw into the linear motion, the linear motion member including a male screw that meshes with the female screw, and an arm that transmits the linear motion, which is the output of the male screw, to the friction member.

Advantages of the Invention

[0020] According to the present invention, it is possible to provide a braking device for railway vehicles that can achieve redundancy in the braking device for railway vehicles, and improve the responsiveness of the braking force and the transmission efficiency until the driving forces of the service motor and the emergency power unit are transmitted to the friction member.

Brief Description of the Drawings

[0021] [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 view of the periphery including the shaft of the first embodiment. [Figure 4] It is a first diagram for explaining the operation of the electromagnetic clutch of the first embodiment. [Figure 5] It is a second diagram for explaining the operation of the electromagnetic clutch of the first embodiment. [Figure 6] It is a block diagram of the braking device for railway vehicles of the second embodiment. [Figure 7] It is a cross-sectional perspective view showing the outline of the braking device for railway vehicles of the third embodiment. [Figure 8] It is a cross-sectional perspective view of the periphery including the coupling member of the third embodiment. [Modes for carrying out the invention]

[0022] 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.

[0023] <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.

[0024] As shown in Figure 1, the railway vehicle braking system 1 comprises a service motor 2, a safety power unit 3, a transmission shaft member 4, a brake mechanism 5, an electromagnetic brake 6, an electromagnetic clutch 7 (an example of a clutch), a vehicle control device 10, a service controller 11, and a safety controller 12.

[0025] In this embodiment, the regular motor 2 is an AC motor. The regular motor 2 has a rotatable regular-side rotor 2b. The safety power unit 3 is a DC motor (an example of a motor). The safety power unit 3 has a hollow safety-side rotor 3b that outputs rotational force. Hereinafter, the safety power unit 3, which is an electric motor, will also be referred to as "safety motor 3". The transmission shaft member 4 is a shaft 4 fixed to the regular-side rotor 2b. Hereinafter, the transmission shaft member 4 will also be referred to as "shaft 4". The brake mechanism 5 includes a reduction gear 20, a conversion mechanism 30, and friction members 40A and 40B.

[0026] 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.

[0027] 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.

[0028] As shown in Figure 2, the service motor 2 is arranged along the vehicle width direction. The service motor 2 comprises a cylindrical service-side stator 2a and a service-side rotor 2b that is rotatable relative to the service-side stator 2a. The service-side rotor 2b is arranged radially inward of the service-side stator 2a. The service motor 2 is an inner rotor type motor.

[0029] The shaft 4 extends from the service motor 2 in the direction of the rotation axis of the service rotor 2b. The shaft 4 rotates due to the rotational force output from the service rotor 2b. The shaft 4 extends coaxially from the service motor 2 in two directions. These two directions correspond to one direction in the vehicle width direction (the direction on one side in the vehicle width direction) and the other direction (the direction on the other side in the vehicle width direction). The service rotor 2b is hollow. The shaft 4 passes through the hollow service rotor 2b. The portion of the shaft 4 closer to the axial center is fixed to the service rotor 2b. The shaft 4 is driven by being connected to the service rotor 2b.

[0030] The safety motor 3 is smaller than the service motor 2. The safety motor 3 is positioned along the width direction of the vehicle. The safety motor 3 is mounted on the shaft 4. The safety motor 3 outputs rotational force to the shaft 4. The safety motor 3 and the service motor 2 are positioned coaxially with each other.

[0031] The safety motor 3 comprises a cylindrical safety-side stator 3a and a safety-side rotor 3b that is rotatable relative to the safety-side stator 3a. The safety-side rotor 3b is positioned radially inward of the safety-side stator 3a. The safety motor 3 is an inner-rotor type motor.

[0032] The electromagnetic brake 6 is an electromagnetic brake for maintaining braking force. The electromagnetic brake 6 is installed between the regular motor 2 and the safety motor 3. The electromagnetic brake 6 can lock the rotation of the regular motor 2. For example, the electromagnetic brake 6 is a mechanism such as a non-excitation type electromagnetic clutch (brake), a torque diode, or a one-way clutch.

[0033] The electromagnetic clutch 7 switches between a transmission state in which the rotational force of the safety motor 3 is transmitted to the shaft 4, and a non-transmission state in which the rotational force of the safety motor 3 is not transmitted to the shaft 4. The electromagnetic clutch 7 is installed between the regular motor 2 and the safety motor 3. For example, the electromagnetic clutch 7 is a non-excitation type electromagnetic clutch (brake).

[0034] Figure 3 shows the area including the shaft 4 of the first embodiment. Cross-sectional view Figure 4 is a first diagram illustrating the operation of the electromagnetic clutch 7 of the first embodiment. Figure 5 is a second diagram illustrating the operation of the electromagnetic clutch 7 of the first embodiment. Figure 4 corresponds to an explanatory diagram of operation during normal braking (power off). Figure 5 corresponds to an explanatory diagram of operation during safety braking (power on).

[0035] As shown in Figure 3, an input gear 70, to which the output of the regular motor 2 is input, is fixed to a shaft 4 extending from the regular motor 2. The reduction gear 20 outputs the reduced rotational force, which is received by the rotation of the input gear 70, to the conversion mechanism 30. The reduction gear 20 has an output rotating body 21 that outputs the reduced rotational force, which is received by the rotation of the input gear 70. The output rotating body 21 has a hollow structure. The output rotating body 21 is formed in a cylindrical shape that extends along the vehicle width direction. For example, the reduction gear 20 is a precision reduction gear with a hollow structure. For example, the reduction gear 20 is equipped with an eccentric oscillating gear mechanism. The reduction gear 20 is equipped with a cylindrical case 23, etc., that rotatably holds the input gear 70.

[0036] As described above, the safety motor 3 has a hollow safety-side rotor 3b that outputs rotational force. As shown in Figure 4, the electromagnetic clutch 7 is connected to the safety-side rotor 3b and the shaft 4. The electromagnetic clutch 7 comprises a cylindrical clutch-side stator 7a, a clutch-side rotor 7b that is rotatable relative to the clutch-side stator 7a, and an armature 7c that is movable relative to the clutch-side rotor 7b.

[0037] The shaft 4 extending from the regular motor 2 is fixed to the clutch-side rotor 7b. The clutch-side rotor 7b is fixed to the end of the shaft 4 in the axial direction, near the end opposite to the reduction gear 20. The clutch-side rotor 7b is smaller than the safety-side rotor 3b. The clutch-side rotor 7b is lighter than the safety-side rotor 3b. The armature 7c is located between the clutch-side rotor 7b and the safety-side rotor 3b.

[0038] An elastic member 8 is provided between the safety-side rotor 3b and the armature 7c. The elastic member 8 has an elastic force that pulls the armature 7c toward the safety-side rotor 3b. For example, the elastic member 8 is a leaf spring. For example, the elastic member 8 is not limited to the above and may be a coil spring. For example, the form of the elastic member 8 can be changed according to the required specifications.

[0039] The electromagnetic clutch 7 switches between a contact state in which the armature 7c is in contact with the clutch-side rotor 7b and a non-contact state in which the armature 7c is not in contact with the clutch-side rotor 7b. The safety-side rotor 3b is fixed to the armature 7c in the contact state.

[0040] Figure 4 shows the non-contact state where the armature 7c does not contact the clutch-side rotor 7b during normal braking (power off). In Figure 4, the gap between the clutch-side rotor 7b and the armature 7c is exaggerated. Figure 5 shows the contact state where the armature 7c contacts the clutch-side rotor 7b during safety braking (power on).

[0041] For example, as shown in Figure 5, when the power is turned on, the coil built into the clutch-side stator 7a becomes electrically charged. As a result, the clutch-side stator 7a emits a magnetic force. The magnetic force generated from the clutch-side stator 7a attracts the armature 7c to the clutch-side rotor 7b. When the power is on, the armature 7c is attracted to the clutch-side rotor 7b against the elastic force of the elastic member 8 (the force that attracts the armature 7c to the safety-side rotor 3b). When the power is on, the rotational force of the safety-side rotor 3b of the safety motor 3 is transmitted to the shaft 4.

[0042] For example, as shown in Figure 4, when the power is turned off, the magnetic circuit of the clutch-side stator 7a disappears. As a result, the force attracting the armature 7c to the clutch-side rotor 7b is eliminated. Then, due to the elastic force of the elastic member 8, the armature 7c is attracted to the safety-side rotor 3b. As a result, the armature 7c returns to its original position, and the electromagnetic clutch 7 becomes disengaged. When the power is off, the transmission of rotational force from the safety-side rotor 3b is interrupted. In other words, when the power is off, the rotational force of the safety-side rotor 3b of the safety motor 3 is not transmitted to the shaft 4, resulting in a non-transmission state.

[0043] As shown in Figure 2, the conversion mechanism 30 is attached to the shaft 4. The conversion mechanism 30 converts the rotational motion of the shaft 4 into linear motion. As described above, the shaft 4 extends coaxially in two directions from the regular motor 2. The conversion mechanism 30 and the safety motor 3 are arranged coaxially with respect to the shaft 4. The conversion mechanism 30 and the safety motor 3 are located on opposite sides of the regular motor 2.

[0044] The conversion mechanism 30 comprises an input rotating body 31 to which the rotational force output from the output rotating body 21 is input, a linear motion member 32 that converts the rotational motion of the input rotating body 31 into linear motion, and arms 33A and 33B that transmit the linear motion converted by the linear motion member 32 to friction members 40A and 40B. The linear motion member 32 converts the rotational motion of the input rotating body 31 into linear motion in the directions of movement 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.

[0045] The friction members 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 members 40A and 40B. As a result, the friction members 40A and 40B are pressed against the braked member 41, thereby braking the railway vehicle.

[0046] The braking member 41 is a disc attached to the axle of a railway vehicle. The pair of friction members 40A and 40B constitute a DBU (Disc Brake Unit) that sandwiches the disc from both sides. Hereinafter, of the pair of friction members 40A and 40B, the friction member 40A on one side in the vehicle width direction will also be called the "first friction member 40A," and the friction member 40B on the other side in the vehicle width direction will also be called the "second friction member 40B."

[0047] The railway vehicle braking device 1 includes a housing 50 that accommodates the shaft 4 and the conversion mechanism 30, etc., such that the female screw 32 is movable in the directions of movement VA and VB. The housing 50 accommodates the portion of the shaft 4 and the conversion mechanism 30 on one side in the vehicle width direction.

[0048] The housing 50 is composed of multiple cover members 81, 82, 83, and 84 connected together. The multiple cover members 81, 82, and 83 include a first cover member 81 that houses the regular motor 2, a second cover member 82 that houses the safety motor 3 and the electromagnetic brake 6, a third cover member 83 that houses the electromagnetic clutch 7, and a fourth cover member 84 that houses the reduction gear 20.

[0049] The first cover member 81 is positioned between the second cover member 82 and the fourth cover member 84. The first cover member 81 is connected to the fourth cover member 84. A first bearing 85 is provided between the first cover member 81 and the shaft 4. The first bearing 85 is positioned between the service motor 2 and the reduction gear 20.

[0050] The second cover member 82 is positioned between the first cover member 81 and the third cover member 83. The second cover member 82 is connected to the first cover member 81. A pair of second bearings 86 are provided between the second cover member 82 and the shaft 4. The pair of second bearings 86 are positioned between the safety motor 3 and the shaft 4.

[0051] The third cover member 83 is positioned on the opposite side of the first cover member 81, with the second cover member 82 in between. The third cover member 83 is connected to the second cover member 82. A third bearing 87 is provided between the third cover member 83 and the shaft 4. The third bearing 87 is provided on the end of the shaft 4 opposite to the end on the male screw 31 side.

[0052] The conversion mechanism 30 includes arms 33A and 33B that transmit the linear motion, which is the output of the female screw 32, to friction members 40A and 40B. The conversion mechanism 30 includes a pair of arms 33A and 33B that are spaced apart 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."

[0053] The first arm 33A extends along the vehicle's longitudinal direction, connecting the female thread 32 and the first friction member 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 female thread 32 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 member 40A so as to be rotatable relative to it about an axis along the vehicle's vertical direction.

[0054] The second arm 33B extends along the vehicle's longitudinal direction, connecting the housing 50 (e.g., the second cover member 82) and the second friction member 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 housing 50 (e.g., the second cover member 82) so as to be rotatable relative to it about an axis along the vehicle's vertical direction. The other longitudinal end of the second arm 33B is connected to the second friction member 40B so as to be rotatable relative to it about an axis along the vehicle's vertical direction.

[0055] 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.

[0056] 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 members 40A and 40B are pressed against the braked member 41. The reaction force receiving member 51 is provided between the portion of the male screw 31 near the end in the direction opposite to the direction in which the friction members 40A and 40B are pressed against the braked member 41 (direction of arrow VB in the figure) and the fourth cover member 84 of the housing 50. The end of the male screw 31 in the direction of arrow VB in the figure is fixed to the output rotating body 21. 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 on the portion of the male screw 31 near the end that penetrates into the fourth cover member 84 of the housing 50.

[0057] 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 receives thrust from the male screw 31 and transmits braking force. The housing 50 is provided so as to surround the spacer 73 provided between it and the reaction force receiving member 51, and the tapered roller bearing 74 provided between the reaction force receiving member 51 and the male screw 31.

[0058] 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 via a tapered roller bearing 74. The outer ring of the tapered roller bearing 74 is fixed to the reaction force receiving member 51 so that the tapered roller bearing 74 can rotate with low friction while receiving a thrust load.

[0059] The housing 50 receives thrust (ball screw reaction force) from the male screw 31 via the reaction force receiving member 51 and the tapered roller bearing 74. This prevents thrust load from being applied to the reduction gear.

[0060] 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 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.

[0061] As shown in Figure 2, linear motion in the directions of movement VA and VB of the female screw 32 is transmitted to the friction members 40A and 40B 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 member 40A and 40B sides moving closer to each other. As a result, the friction members 40A and 40B are pressed against the braked member 41. Therefore, the railway vehicle can be braked.

[0062] <Example of braking operation> Next, an example of the brake operation of the railway vehicle braking system of this embodiment will be explained using Figure 1 and other figures.

[0063] <Normal Brakes> During normal braking operation, the service motor 2 is driven. During normal braking operation, the control circuit 13 of the service motor 2 is supplied with power from the power supply 14. During normal braking operation, the electromagnetic clutch 7 is turned off. During normal braking operation, the safety motor 3 is not driven.

[0064] When the service motor 2 is driven, the electromagnetic brake 6 is turned off. When the service motor 2 is driven, the electromagnetic brake 6 does not lock the rotation of the service motor 2. 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 rotation axis of the service-side rotor 2b. Reverse rotation of the service motor 2 is rotation in the opposite direction to the forward rotation of the service motor 2.

[0065] The forward and reverse rotation of the service motor 2 is transmitted to the brake mechanism 5 via the shaft 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.

[0066] In normal braking operation, when the brake is held (for example, the parking brake), the service motor 2 is stopped while a predetermined braking force is applied. When the brake is held in normal braking operation, the electromagnetic brake 6 is turned on. This locks the rotation of the service motor 2.

[0067] <Safety Brake> During the operation of the safety brake, the safety motor 3 is driven. During the operation of the safety brake, the control circuit 15 of the safety motor 3 is supplied with power from the storage power supply 16. During the operation of the safety brake, the electromagnetic clutch 7 is turned on. During the operation of the safety brake, the service motor 2 is not driven. During the operation of the safety brake, the control circuit 13 of the service motor 2 is not supplied with power from the power supply 14.

[0068] When the safety motor 3 is driven, the electromagnetic brake 6 is turned off. When the safety motor 3 is driven, the electromagnetic brake 6 does not lock the rotation of the normal motor 2. The safety motor 3 can rotate in either forward or reverse direction depending on the power supply. Here, forward rotation of the safety motor 3 is rotation in one direction around the rotation axis of the safety rotor 3b. Reverse rotation of the safety motor 3 is rotation in the opposite direction to the forward rotation of the safety motor 3.

[0069] The forward or reverse rotation of the safety motor 3 is transmitted to the brake mechanism 5 via the electromagnetic clutch 7 and shaft 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.

[0070] 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. When the brake is to be held during the operation of the safety brake, the electromagnetic brake 6 is turned on. This locks the rotation of the service motor 2.

[0071] <Parking brake> During the parking brake release operation, the safety motor 3 may be driven (safety release). During the safety release operation, power is supplied to the control circuit 15 of the safety motor 3 from the storage power supply 16. During the safety release operation, the electromagnetic clutch 7 is turned on. During the safety release operation, the service motor 2 is not driven. During the safety release operation, the electromagnetic brake 6 is turned off. During the safety release operation, the safety motor 3 can rotate forward or backward (rotation in the release direction) depending on the power supply. Here, rotation in the release direction is rotation in the opposite direction to the brake direction.

[0072] The forward or reverse rotation of the safety motor 3 is transmitted to the brake mechanism 5 via the electromagnetic clutch 7 and shaft 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 safety motor 3.

[0073] Furthermore, when releasing the parking brake, it is not limited to releasing it using only the driving force of the safety motor 3; it may also be released using only the driving force of the service motor 2. Alternatively, when releasing the parking brake, it may be released using the power of both the service motor 2 and the safety motor 3.

[0074] <Manual release of parking brake> During the manual release of the parking brake, the safety motor 3 may be driven. 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. During the manual release of the parking brake, the service motor 2 is not driven. 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. During the manual release of the parking brake, the safety motor 3 can rotate in the forward direction or in the reverse direction (release direction) depending on the power supply.

[0075] The forward or reverse rotation of the safety motor 3 is transmitted to the brake mechanism 5 via the electromagnetic clutch 7 and shaft 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. In the operation of manually releasing the parking brake, the safety motor 3 is stopped after the brake has been released.

[0076] Furthermore, when manually releasing the parking brake, the manual release mechanism of the electromagnetic brake 6 may also be activated. For example, when manually releasing the parking brake, the brake mechanism 5 may be released by pressing the push switch on the caliper body or controller.

[0077] <Strong braking> 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, power is supplied from the power supply 14 to the control circuit 13 of the service motor 2. During the operation of the strong brake, power is supplied from the power supply 14 to the control circuit 15 of the safety motor 3. During the operation of the strong brake, the electromagnetic clutch 7 is turned on. During the operation of the strong brake, the electromagnetic brake 6 is turned off. During the operation of the strong brake, the service motor 2 can rotate both forward and backward (rotation in the tightening direction) depending on the power supply. Here, rotation in the tightening direction is rotation in the same direction as the braking direction. During the operation of the strong brake, the safety motor 3 can rotate both forward and backward (rotation in the tightening direction) depending on the power supply.

[0078] The forward and reverse rotations of the service motor 2 are transmitted to the brake mechanism 5 via the shaft 4. In addition, the forward and reverse rotations of the safety motor 3 are transmitted to the brake mechanism 5 via the electromagnetic clutch 7 and the shaft 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, a stronger braking force can be applied in the operation of strong braking than in the operation of normal braking.

[0079] In the operation of the strong brake, when the brake is to be held (for example, the parking brake), the service motor 2 and the safety motor 3 are stopped while a predetermined braking force is applied. When the brake is to be held in the operation of the strong brake, the electromagnetic clutch 7 is turned off and the electromagnetic brake 6 is turned on. This interrupts the transmission of rotational force from the safety motor 3 and locks the rotation of the service motor 2. 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.

[0080] <Effects and Effects> As described above, the railway vehicle braking device 1 according to this embodiment comprises a service motor 2 having a rotatable service rotor 2b, a transmission shaft member 4 extending from the service motor 2 in the direction of the rotation axis of the service rotor 2b and rotating by the rotational force output from the service rotor 2b, a conversion mechanism 30 attached to the transmission shaft member 4 and converting the rotational motion of the transmission shaft member 4 into linear motion, friction members 40A and 40B that transmit the linear motion and press against a braked member 41 of the railway vehicle to brake the railway vehicle, and a safety power unit 3 attached to the transmission shaft member 4 and outputting rotational force to the transmission shaft member 4.

[0081] This configuration provides redundancy for the railway vehicle braking system 1 by including a service motor 2 and a safety power unit 3. In addition, only one transmission shaft member 4 is required to transmit the output of the service motor 2 and the safety power unit 3 to the conversion mechanism 30. Therefore, compared to the case in which a gear mechanism including gears is interposed, the effects of backlash and inertia of the gear mechanism are eliminated. This improves the responsiveness of the braking force and the transmission efficiency of the driving force from the service motor 2 and the safety power unit 3 to the friction members 40A and 40B.

[0082] In this embodiment, the transmission shaft member 4 extends coaxially from the regular motor 2 in two directions. The conversion mechanism 30 and the safety power unit 3 are arranged coaxially with respect to the transmission shaft member 4 and are located on opposite sides of the regular motor 2. With this configuration, compared to the case where the conversion mechanism 30 and the safety power unit 3 are provided on the same side of the transmission shaft member 4 extending from the regular motor 2, it becomes easier to attach and detach the safety power unit 3 (for example, to make it optional).

[0083] The railway vehicle braking system 1 according to this embodiment includes a clutch 7 that switches between a transmission state in which the rotational force of the safety power unit 3 is transmitted to the transmission shaft member 4 and a non-transmission state in which the rotational force of the safety power unit 3 is not transmitted to the transmission shaft member 4. The clutch 7 is provided between the service motor 2 and the safety power unit 3. With this configuration, the switching operation of the clutch 7 prevents the safety power unit 3 from being pulled along. In addition, space for the clutch 7 can be secured between the regular motor 2 and the safety power unit 3.

[0084] The safety power unit 3 according to this embodiment is a motor having a hollow safety-side rotor 3b that outputs rotational force. The clutch 7 is connected to the safety-side rotor 3b and the transmission shaft member 4. The clutch 7 comprises a clutch-side rotor 7b and an armature 7c that is movable relative to the clutch-side rotor 7b. The clutch 7 is an electromagnetic clutch that switches between a contact state in which the armature 7c is in contact with the clutch-side rotor 7b and a non-contact state in which the armature 7c is not in contact with the clutch-side rotor 7b. The safety-side rotor 3b is fixed to the armature 7c. The clutch-side rotor 7b is lighter than the safety-side rotor 3b. With this configuration, compared to the case where the clutch-side rotor 7b is heavier than the safety-side rotor 3b, the output loss of the regular motor 2 can be reduced even when the clutch-side rotor 7b is rotated along with the regular motor 2 when driving the regular motor 2.

[0085] The normal-use rotor 2b in this embodiment is hollow. The transmission shaft member 4 passes through the hollow normal-use rotor 2b and is driven by being connected to the normal-use rotor 2b. This configuration allows the shaft shape of the transmission shaft member 4 to be designed independently of the design of the regular motor 2.

[0086] The railway vehicle braking system 1 according to this embodiment includes an electromagnetic brake 6 for maintaining braking force. The electromagnetic brake 6 is installed between the service motor 2 and the safety power unit 3. This configuration allows for maintaining braking force without the need for gears.

[0087] In this embodiment, the transmission shaft member 4 extending from the service motor 2 is fixed to the clutch-side rotor 7b. The safety power unit 3 is fixed to the armature 7c. The railway vehicle braking device 1 in this embodiment includes an input gear 70 to which the output of the service motor 2 is input, and a reduction gear 20 that outputs the rotational force reduced by the rotation of the input gear 70 to a conversion mechanism 30. The transmission shaft member 4 extending from the service motor 2 is fixed to the input gear 70.

[0088] The transmission shaft member 4 according to this embodiment is a shaft fixed to the normal-use rotor 2b. The railway vehicle braking device 1 according to this embodiment includes an input gear 70 fixed to a shaft 4 extending from the normal-use motor 2, to which the output of the normal-use motor 2 is input, and a reduction gear 20 having an output rotating body 21 that outputs a reduced rotational force in response to the rotation of the input gear 70. The conversion mechanism 30 includes a male screw 31 which is an input rotating body to which the rotational force output from the output rotating body 21 is input, a linear motion member which converts the rotational motion of the male screw 31 into linear motion and has a female screw 32 that meshes with the male screw 31, and arms 33A and 33B which transmit the linear motion which is the output of the female screw 32 to friction members 40A and 40B.

[0089] <Second Embodiment> <Braking systems for railway vehicles> Figure 6 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 unit is a DC motor, but it is not limited to this. For example, the safety power unit may be a spring cylinder. As shown in Figure 6, the safety power unit 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.

[0090] 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 electromagnetic clutch 207 (an example of a holding mechanism) that constitutes the safety power unit 203. For example, the safety controller 12 controls the electromagnetic clutch 207 that constitutes the safety power unit 203. The spring 204 that 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.

[0091] <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 Figure 6 and other figures.

[0092] <Normal Brakes> During normal braking operation, the service motor 2 is driven. During normal braking operation, the control circuit 13 of the service motor 2 is supplied with power from the power supply 14. During normal braking operation, the electromagnetic clutch 207 is turned off. During normal braking operation, the safety power unit 203 is not driven. During normal braking operation, the spring 204 of the safety power unit 203 is held in an energized state so that it can be operated in an emergency.

[0093] When the service motor 2 is driven, the electromagnetic brake 6 is turned off. When the service motor 2 is driven, the electromagnetic brake 6 does not lock the rotation of the service motor 2. The service motor 2 can rotate in both forward and reverse directions depending on the power supply. The forward and reverse rotation of the service motor 2 is transmitted to the brake mechanism 5 through the shaft 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. 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.

[0094] <Safety Brake> During the operation of the safety brake, the safety power unit 203 is driven. During the operation of the safety brake, the spring 204 of the safety power unit 203 is released from its stored energy state. During the operation of the safety brake, the electromagnetic clutch 207 is turned on. During the operation of the safety brake, the service motor 2 is not driven. During the operation of the safety brake, the control circuit 13 of the service motor 2 is not supplied with power from the power supply 14.

[0095] When the spring 204 is released from its stored energy state, the electromagnetic brake 6 is turned off. When the spring 204 is released from its stored energy state, the electromagnetic brake 6 does not lock the rotation of the service motor 2. 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.

[0096] The unidirectional rotation of the safety power unit 203 is transmitted to the brake mechanism 5 via the electromagnetic clutch 207 and shaft 4. For example, in the operation of the safety brake, the unidirectional rotation of the safety power unit 203 tightens the brake (applies braking force). Furthermore, when the safety brake is in operation and the brake is to be held (for example, the parking brake), the safety power unit 203 (for example, the electromagnetic clutch 207) is stopped while a predetermined braking force is applied.

[0097] <Energy Charge> During the energy charging operation, the regular motor 2 is driven. 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.

[0098] During the energy charging operation, the vehicle control device 10 controls the electromagnetic brake 6 and electromagnetic clutch 207 to drive the service motor 2, 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.

[0099] The forward or reverse rotation (rotation in the braking direction) of the service motor 2 is transmitted to the brake mechanism 5 via the electromagnetic brake 6 and shaft 4. During energy charging, the brake is tightened (brake force is applied) by the rotation of the service motor 2 in the braking direction.

[0100] During energy charging, the electromagnetic brake 6 is turned off. During energy charging, the electromagnetic brake 6 does not lock the rotation of the service motor 2. During energy charging, the electromagnetic clutch 207 is turned on. During energy charging, the forward or reverse rotation of the service motor 2 is transmitted to the spring 204 through the shaft 4 and the electromagnetic clutch 207. This causes the spring 204 to be in an energy-stored 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> During the return operation, the service motor 2 may be driven. Here, the return operation is the operation of separating the friction members 40A and 40B from the braked member 41. During the return operation, power is supplied to the control circuit 13 of the service 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 electromagnetic brake 6 is turned off. When the service motor 2 is driven, the electromagnetic brake 6 does not lock the rotation of the service motor 2. The service motor 2 can rotate in both forward and reverse directions (relief direction) depending on the power supply. The forward or reverse rotation (relief direction) of the service motor 2 is transmitted to the brake mechanism 5 through the shaft 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 relief direction. In the return operation, after the brake has been released (after the friction members 40A and 40B have been separated from the braked member 41), the service motor 2 is stopped.

[0104] <Manual release of parking brake> During the manual release of the parking brake, the rotating shaft of the safety power unit 203 may be manually disconnected. During the manual release of the parking brake, the spring 204 of the safety power unit 203 is completely released from its stored energy state. During the manual release of the parking brake, the service motor 2 is not driven. 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.

[0105] When spring 204 is fully released from its stored energy state, the electromagnetic brake 6 is turned off. When spring 204 is fully released from its stored energy state, the electromagnetic brake 6 does not lock the rotation of the service motor 2. The safety power unit 203 can rotate in one direction when 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 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.

[0106] 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 electromagnetic clutch 207 and the safety power unit 203. After manually releasing the parking brake, the spring 204 is charged (held in an energized state) when the power is turned on.

[0107] <Effects and Effects> As described above, the safety power unit 203 according to this embodiment includes a spring 204 and an electromagnetic clutch 207, which is a holding mechanism for maintaining the spring 204 in an energized state. The vehicle control device 10 controls the electromagnetic brake 6 and the electromagnetic clutch 207 to drive the service motor 2, thereby putting the spring 204 into an energized state. 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.

[0108] <Third Embodiment> Figure 7 is a schematic cross-sectional perspective view of the railway vehicle braking device 301 of the third embodiment. Figure 8 is a cross-sectional perspective view of the surrounding area including the coupling member 304 of the third embodiment. In the first embodiment described above, the transmission shaft member was described as a shaft 4 fixed to the normal-use rotor 2b, but the embodiment is not limited to this. For example, as shown in Figure 7, the transmission shaft member may be a cylindrical coupling member 304 fixed to the normal-use rotor 2b. In the third embodiment, the same names will be used for components similar to those in the first embodiment described above, and detailed descriptions will be omitted.

[0109] An input gear 70, to which the output of the regular motor 2 is input, is fixed to a coupling member 304 extending from the regular motor 2. The reduction gear 20 has an output rotating body 21 that outputs a reduced rotational force in response to the rotation of the input gear 70. The conversion mechanism 330 includes an input rotating body 331 to which the rotational force output from the output rotating body 21 is input, a linear motion member 332 that converts the rotational motion of the input rotating body 331 into linear motion, and arms 33A and 33B that transmit the linear motion converted by the linear motion member 332 to friction members 40A and 40B. The linear motion member 332 converts the rotational motion of the input rotating body 331 into linear motion in directions VA and VB parallel to the rotation axis of the input rotating body 331. In this embodiment, the conversion mechanism 330 is a ball screw mechanism. The input rotating body 331 is a female screw 331. The linear motion member 332 is a male screw 332 that meshes with the female screw 331.

[0110] The coupling member 304 accommodates the portion of the male screw 332 on one side in the vehicle width direction. The coupling member 304 extends coaxially in two directions from the service motor 2. The coupling member 304 comprises a cylindrical portion 304a that accommodates the male screw 331, and a shaft portion 304b that extends from the radial center of the cylindrical portion 304a to one side in the vehicle width direction.

[0111] The conversion mechanism 330 includes a pair of arms 33A and 33B (first arm 33A and second arm 33B) that transmit the linear motion, which is the output of the male screw 332, to the friction members 40A and 40B. The first arm 33A extends along the vehicle's longitudinal direction, connecting the portion of the male screw 332 near the end opposite to the coupling member 304 with the first friction member 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 portion of the male screw 332 near the end opposite to the coupling member 304 so as to be rotatable relative to it around an axis along the vehicle's vertical direction. The other longitudinal end of the first arm 33A is connected to the first friction member 40A so as to be rotatable relative to it around an axis along the vehicle's vertical direction.

[0112] The second arm 33B extends along the vehicle's longitudinal direction, connecting the housing 50 and the second friction member 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 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 second arm 33B is connected to the second friction member 40B so as to be rotatable relative to it about an axis along the vehicle's vertical direction.

[0113] 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.

[0114] The railway vehicle braking device 301 includes a reaction force receiving member 51 that receives the reaction force acting on the male screw 331 when the friction members 40A and 40B are pressed against the braked member 41. The reaction force receiving member 51 is provided between the female screw 331 and the housing 50. The end of the female screw 331 in the direction of the arrow VB in the figure is fixed to the output rotating body 21. The female screw 331 is provided so as to be able to transmit the rotational motion of the output rotating body 21 to the male screw 332.

[0115] 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 female screw 331. As described above, the rotational motion of the female screw 331 is converted into linear motion of the male screw 332 in the directions of movement VA and VB.

[0116] The friction members 40A and 40B receive linear motion in the directions VA and VB of movement from the male screw 332 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 member 40A and 40B sides moving closer together. As a result, the friction members 40A and 40B are pressed against the braked member 41. Therefore, the railway vehicle can be braked.

[0117] <Effects and Effects> The transmission shaft member according to this embodiment is a cylindrical coupling member 304 fixed to the service rotor 2b. The railway vehicle braking device 301 includes an input gear 70 fixed to the coupling member 304 extending from the service motor 2, to which the output of the service motor 2 is input, and a reduction gear 20 having an output rotating body 21 that outputs a reduced rotational force in response to the rotation of the input gear 70. The conversion mechanism 330 includes a female screw 331 which is an input rotating body to which the rotational force output from the output rotating body 21 is input, a linear motion member which converts the rotational motion of the female screw 331 into linear motion and has a male screw 332 that meshes with the female screw 331, and arms 33A and 33B which transmit the linear motion which is the output of the male screw 332 to friction members 40A and 40B. This configuration allows for redundancy of the railway vehicle braking system 301 in a configuration that includes a cylindrical coupling member 304 fixed to the service rotor 2b. In addition, only one transmission shaft member (a coupling member 304, which is an integrated part of a cylindrical portion 304a and a shaft portion 304b) is required to transmit the output of the service motor 2 and the safety power unit 3 to the conversion mechanism 330. Therefore, compared to the case in which a gear mechanism including gears is interposed, the effects of backlash and inertia of the gear mechanism are eliminated. As a result, the responsiveness of the braking force and the transmission efficiency of the driving force of the service motor 2 and the safety power unit 3 to the friction members 40A and 40B can be improved.

[0118] 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.

[0119] In the embodiments described above, the transmission shaft member was explained as extending coaxially in two directions from the service motor, but it is not limited to this. For example, the transmission shaft member may extend coaxially in only one direction from the service motor. For example, the manner in which the transmission shaft member extends from the service motor can be changed according to the required specifications.

[0120] In the embodiments described above, the conversion mechanism and the safety power unit were described as being arranged coaxially with respect to the transmission shaft member and on opposite sides of the normal motor, but the invention is not limited to this. For example, the conversion mechanism and the safety power unit do not have to be arranged coaxially with respect to the transmission shaft member. For example, the conversion mechanism and the safety power unit may be arranged on different axes with respect to the transmission shaft member. For example, the conversion mechanism and the safety power unit do not have to be on opposite sides of the normal motor. For example, the conversion mechanism and the safety power unit may be on the same side of the normal motor. For example, the installation configuration of the conversion mechanism and the safety power unit can be changed according to the required specifications.

[0121] In the embodiments described above, the electromagnetic brake was explained in the example of being installed between the regular motor and the safety power unit, but it is not limited to this. For example, the electromagnetic brake does not have to be installed between the regular motor and the safety power unit. For example, the electromagnetic brake may be installed between the regular motor and the reduction gear. For example, the installation configuration of the electromagnetic brake can be changed according to the required specifications.

[0122] In the embodiments described above, the electromagnetic clutch was explained in an example where it is installed between the regular motor and the safety power unit, but it is not limited to this. For example, the electromagnetic clutch does not have to be installed between the regular motor and the safety power unit. For example, the electromagnetic clutch may be installed on the opposite side of the safety power unit from the regular motor. For example, the installation configuration of the electromagnetic clutch can be changed according to the required specifications.

[0123] In the embodiments described above, an example was given in which the operating rotor is hollow, but this is not the only example. For example, the operating rotor may have a solid structure. For example, the transmission shaft member may be connected to the operating rotor, which has a solid structure. For example, the configuration of the operating rotor and the installation configuration of the transmission shaft member can be changed according to the required specifications.

[0124] In the embodiments described above, when the safety power source is an AC motor (an example of a motor), the safety-side rotor was described as being hollow, but the invention is not limited to this. For example, the safety-side rotor may have a solid structure. For example, the safety-side rotor may be connected to the transmission shaft member via a power transmission mechanism such as a gear mechanism. For example, the configuration of the safety-side rotor and the installation configuration of the transmission shaft member can be changed according to the required specifications.

[0125] In the embodiments described above, when the safety power unit is an AC motor (an example of a motor), an example was given in which the clutch-side rotor is lighter than the safety-side rotor, but this is not limited to this. For example, the clutch-side rotor may be heavier than the safety-side rotor. For example, the weight relationship between the clutch-side rotor and the safety-side rotor can be changed according to the required specifications.

[0126] 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.

[0127] 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.

[0128] In the embodiments described above, examples of electrically controlling the electromagnetic brake and electromagnetic clutch were given, but the invention is not limited to this. For example, the braking device may include a mechanical brake mechanism and a clutch mechanism. For example, the braking device may mechanically lock the rotation of a predetermined rotor without control. For example, the braking device may not include at least one of the electromagnetic brake and the electromagnetic clutch. For example, the control mode and installation mode of the electromagnetic brake and the electromagnetic clutch can be changed according to the required specifications.

[0129] 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.

[0130] In the embodiments described above, an example was given in which a pair of friction members constitute a DBU (Disc Brake Unit) that sandwiches a disc, which is the member being braked, from both sides (disc brake type), but the invention is not limited to this. For example, the braking device may be configured as a TBU (Tread Brake Unit) that presses against one side of the tread surface of the wheel, which is the member being braked (tread brake type). For example, the configuration of the brake type can be changed according to the required specifications.

[0131] 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]

[0132] 1...Breaking device for railway vehicles, 2...Service motor, 2b...Service rotor, 3...Safety motor (safety power unit), 3b...Safety rotor, 4...Shaft (transmission shaft member), 6...Electromagnetic brake, 7...Electromagnetic clutch, 7b...Clutch side rotor, 7c...Armature, 20...Reduction gear, 21...Output rotating body, 30...Conversion mechanism, 31...Male screw (input rotating body), 32...Female screw (linear motion member), 33A,33B...Arm, 40A,40B...Friction member, 41...Braked member, 70...Input gear, 201...Control device for railway vehicles, 203...Safety power unit, 301...Breaking device, 304...Coupling member (transmission shaft member), 330...Conversion mechanism, 331...Female screw (input rotating body), 332...Male screw (linear motion member), VA,VB...Direction of movement

Claims

1. A regular electric motor having a rotatable regular rotor, A transmission shaft member extending from the regular motor in the direction of the rotation axis of the regular rotor, and rotating by the rotational force output from the regular rotor, A conversion mechanism attached to the transmission shaft member, which converts the rotational motion of the transmission shaft member into linear motion, The aforementioned linear motion is transmitted and pressed against a braking member of the railway vehicle, thereby braking the railway vehicle with a friction member. A safety power unit attached to the transmission shaft member and outputting rotational force to the transmission shaft member, It is equipped with an electromagnetic brake for maintaining braking force, The electromagnetic brake is installed between the regular motor and the safety power unit. Braking system for railway vehicles.

2. The transmission shaft member extends coaxially in two directions from the regular motor, The conversion mechanism and the safety power unit are arranged coaxially with respect to the transmission shaft member and are located on opposite sides of the regular motor. The braking device for a railway vehicle according to claim 1.

3. The system further includes a clutch that switches between a transmission state in which the rotational force of the safety power unit is transmitted to the transmission shaft member and a non-transmission state in which the rotational force of the safety power unit is not transmitted to the transmission shaft member. The clutch is provided between the regular motor and the safety power unit. The braking device for a railway vehicle according to claim 2.

4. The aforementioned safety power unit is a motor having a hollow safety-side rotor that outputs rotational force, The clutch is connected to the safety rotor and the transmission shaft member. Braking device for railway vehicles according to claim 3.

5. The clutch comprises a clutch-side rotor and an armature that is movable relative to the clutch-side rotor, and is an electromagnetic clutch that switches between a contact state in which the armature is in contact with the clutch-side rotor and a non-contact state in which the armature is not in contact with the clutch-side rotor. The aforementioned safety rotor is fixed to the armature. The braking device for railway vehicles according to claim 4.

6. The clutch-side rotor is lighter than the safety-side rotor. The braking device for a railway vehicle according to claim 5.

7. The aforementioned operating rotor is hollow, The aforementioned transmission shaft member penetrates the hollow normal-use rotor and is driven by being connected to the normal-use rotor. The braking device for a railway vehicle according to claim 1.

8. The system further includes a clutch that switches between a transmission state in which the rotational force of the safety power unit is transmitted to the transmission shaft member and a non-transmission state in which the rotational force of the safety power unit is not transmitted to the transmission shaft member. The clutch comprises a clutch-side rotor and an armature that is movable relative to the clutch-side rotor, and is an electromagnetic clutch that switches between a contact state in which the armature is in contact with the clutch-side rotor and a non-contact state in which the armature is not in contact with the clutch-side rotor. The transmission shaft member extending from the aforementioned electric motor is fixed to the clutch-side rotor. The braking device for a railway vehicle according to claim 1.

9. The system further includes a clutch that switches between a transmission state in which the rotational force of the safety power unit is transmitted to the transmission shaft member and a non-transmission state in which the rotational force of the safety power unit is not transmitted to the transmission shaft member. The clutch comprises a clutch-side rotor and an armature that is movable relative to the clutch-side rotor, and is an electromagnetic clutch that switches between a contact state in which the armature is in contact with the clutch-side rotor and a non-contact state in which the armature is not in contact with the clutch-side rotor. The aforementioned safety power unit is fixed to the armature. The braking device for a railway vehicle according to claim 1.

10. The input gear to which the output of the aforementioned electric motor is input, The system further comprises a reduction gear that outputs a reduced rotational force, obtained by receiving the rotation of the input gear, to the conversion mechanism, The transmission shaft member extending from the aforementioned electric motor is fixed to the input gear. The braking device for a railway vehicle according to claim 1.

11. The transmission shaft member is a shaft fixed to the rotor on the operating side, An input gear fixed to the shaft extending from the aforementioned electric motor, to which the output of the electric motor is input, The reduction gear further comprises an output rotating body that outputs a reduced rotational force in response to the rotation of the input gear, The aforementioned conversion mechanism is A male screw, which is 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 male screw into the linear motion, comprising a female screw that meshes with the male screw, The system comprises an arm that transmits the linear motion, which is the output of the female screw, to the friction member, The braking device for a railway vehicle according to claim 1.

12. The transmission shaft member is a cylindrical coupling member fixed to the normal-use rotor, An input gear fixed to the coupling member extending from the aforementioned motor, to which the output of the motor is input, The reduction gear further comprises an output rotating body that outputs a reduced rotational force in response to the rotation of the input gear, The aforementioned conversion mechanism is A female screw, which is 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 female screw into the linear motion, comprising a male screw that meshes with the female screw, The system comprises an arm that transmits the linear motion, which is the output of the male screw, to the friction member, The braking device for a railway vehicle according to claim 1.

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