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

Abstract

A brake control device (30) controls a mechanical brake device (1) comprising: a power source (11); a pressing mechanism that presses a friction material against a rotating body to generate a mechanical braking force; and a switching mechanism (12) that is in either a transmission state in which the rotational force of the power source (11) is transmitted to the pressing mechanism or a blocked state in which the rotational force is not transmitted. The brake control device (30) includes a target braking force determination unit (31), a drive unit (32), and a mechanism control unit (33). When the switching mechanism (12) is in the transmission state and a mechanical braking force corresponding to the target braking force is being generated, the mechanism control unit (33) determines whether or not a switching criterion is satisfied, switches the switching mechanism (12) from the transmission state to the blocked state when the switching criterion is satisfied, and maintains the switching mechanism (12) in the transmission state when the switching criterion is not satisfied. When the switching mechanism (12) is switched from the transmission state to the blocked state, the drive unit (32) stops supplying power to the power source (11).

Description

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

[0001] The present disclosure relates to a brake control device, a mechanical brake device, a brake control system, and a brake control method.

[0002] A railroad vehicle is equipped with a mechanical brake device that generates a mechanical braking force by pressing a friction material against a rotating body that rotates when the railroad vehicle travels. Some mechanical brake devices are electric brake devices that have a rotation-linear motion conversion mechanism in which an output shaft performs linear motion in accordance with the rotation of an electric power source, and the output shaft generates mechanical braking force by pressing the friction material against the rotating body.

[0003] An example of this type of electric brake device is disclosed in Patent Document 1. The electric brake device disclosed in Patent Document 1 includes an electric actuator that biases a brake shoe toward or opposite to a disc.

[0004] Japanese Patent Application Laid-Open No. 2010-25313

[0005] The electric brake device disclosed in Patent Document 1 generates a braking force by pressing the brake shoe against the disc by the electric actuator. For this reason, the electric brake device disclosed in Patent Document 1 continues to consume electric power during braking operation. Furthermore, in the electric brake device disclosed in Patent Document 1, when the required braking force increases, the power consumption of the electric actuator increases. When the power consumption of the electric brake device increases as described above, the electric brake device and the brake control device that supplies electric power to the electric brake device generate heat, which shortens the service life of the devices.

[0006] The present disclosure has been made in view of the above circumstances, and an object of the present disclosure is to provide a brake control device, a mechanical brake device, a brake control system, and a brake control method with low power consumption.

[0007] To achieve the above objective, the brake control device according to this disclosure is a mechanical brake device mounted on a railway vehicle that generates mechanical braking force for the railway vehicle, and controls a mechanical brake device comprising: a power source that rotates driven by supplied electricity; a pressing mechanism that generates mechanical braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, in accordance with the rotational force transmitted from the power source; and a switching mechanism that is either in a transmission state in which the rotational force of the power source is transmitted to the pressing mechanism or in a disconnection state in which the rotational force of the power source is not transmitted to the pressing mechanism, and comprises a target brake force determination unit, a drive unit, and a mechanism control unit. The target brake force determination unit acquires a brake command indicating the target deceleration of the railway vehicle and determines a target brake force, which is the brake force required to obtain the target deceleration. The drive unit determines a target torque, which is the target value of the torque of the power source, from the target brake force and drives the power source according to the target torque. The mechanism control unit switches between the transmission state and the disconnection state of the switching mechanism. The mechanism control unit determines whether the criteria for switching to the disconnection state are met when the switching mechanism is in the transmission state and the mechanical brake device is generating a mechanical braking force corresponding to the target braking force. If the criteria are met, it switches from the transmission state to the disconnection state; otherwise, it maintains the transmission state. When the mechanism control unit switches the switching mechanism from the transmission state to the disconnection state, the drive unit stops supplying power to the power source.

[0008] The brake control device according to this disclosure switches the switching mechanism from a transmission state to a disconnection state and stops the supply of power to the power source when a mechanical braking force corresponding to the target braking force is generated and the switching criteria are met. As a result, it is possible to obtain a brake control device, mechanical brake device, brake control system, and brake control method with low power consumption.

[0009] A figure showing the configuration of a mechanical brake device according to Embodiment 1. A figure showing a modified configuration of the mechanical brake device according to Embodiment 1. A block diagram showing the configuration of a brake control system according to Embodiment 1. A block diagram showing a modified configuration of the brake control system according to Embodiment 1. A block diagram showing the hardware configuration of a brake control device according to Embodiment 1. A flowchart showing an example of the operation of the brake control process performed by the brake control device according to Embodiment 1. A figure showing an example of the operation of a mechanical brake device according to Embodiment 1. A figure showing another example of the operation of a mechanical brake device according to Embodiment 1. A block diagram showing the configuration of a brake control system according to Embodiment 2. A figure showing the configuration of a mechanical brake device according to Embodiment 2. A flowchart showing an example of the operation of the brake control process performed by the brake control device according to Embodiment 2. A block diagram showing the configuration of a brake control system according to Embodiment 3. A figure showing a modified configuration of a mechanical brake device according to an embodiment. A block diagram showing a modified configuration of the hardware configuration of a brake control device according to an embodiment.

[0010] Hereinafter, the brake control device, mechanical brake device, brake control system, and brake control method according to embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or equivalent parts are denoted by the same reference numerals.

[0011] (Embodiment 1) A mechanical brake device 1 according to Embodiment 1 will be described using as an example a mechanical brake device mounted on a railway vehicle that decelerates by mechanical braking force and provided for each wheel. The mechanical brake device 1 shown in Figure 1 comprises a power source 11 that rotates in response to an electric power supply, and a pressing mechanism 13 that generates mechanical braking force by pressing a friction material 50 against a rotating body 60 that rotates when the railway vehicle is running, in accordance with the rotational force transmitted from the power source 11. The mechanical brake device 1 includes a switching mechanism 12 that is in either a transmission state in which the rotational force of the power source 11 is transmitted to the pressing mechanism 13, or a disconnection state in which the rotational force of the power source 11 is not transmitted to the pressing mechanism 13.

[0012] As shown in Figure 2, the pressing mechanism 13, as an example, includes a rotation-to-linear motion conversion mechanism 17 having an output shaft 17a that slides in accordance with the rotation of the power source 11, and a power assist mechanism 18 that generates a mechanical braking force by pressing a friction material 50 against the rotating body 60 in accordance with the pressing force. Preferably, the mechanical brake device 1 further includes a reduction gear 20 connected to the switching mechanism 12 and the pressing mechanism 13, which reduces the rotational speed of the switching mechanism 12 and transmits rotational force to the pressing mechanism 13, and a sensor 21 that measures the rotational speed of the power source 11.

[0013] The power source 11 is, for example, a motor, specifically an AC motor. The power source 11 rotates upon receiving power from an external source and transmits the rotational force to the pressing mechanism 13 via the switching mechanism 12. In detail, the power source 11 is driven by three-phase AC power supplied from an external source, which rotates the drive shaft 11a.

[0014] The switching mechanism 12 is a mechanism that switches between a transmission state and a disconnection state depending on the energization state, and is configured to combine an excitation-operated clutch and a de-excitation-operated brake. As an example, the switching mechanism 12 includes a rotor 14 connected to the drive shaft 11a of the power source 11 and the rotary-to-linear motion conversion mechanism 17, which rotates in conjunction with the rotation of the power source 11; a plate 15 having a coil 15a and a biasing member 15b, which rotatably supports the rotor 14; and an armature 16 made of a magnetic material and attached to the biasing member 15b. The rotor 14 is connected to a reduction gear 20, and via the reduction gear 20, it is connected to the rotary-to-linear motion conversion mechanism 17. The armature 16 is made of an annular magnetic material, and the shaft of the reduction gear 20 is inserted through the central through hole.

[0015] In Figure 2, the switching mechanism 12 is in the transmission state. When the switching mechanism 12 is in the transmission state, the rotational force of the power source 11 is transmitted to the pressing mechanism 13 via the switching mechanism 12 and the reduction gear 20. For example, when no power is supplied to the coil 15a, in other words, when the coil 15a is demagnetized, the switching mechanism 12 is in the transmission state. In detail, when the coil 15a is demagnetized, as shown in Figure 2, the biasing member 15b biases the armature 16 away from the rotor 14. As a result, the rotor 14 can rotate in conjunction with the rotation of the power source 11. In this way, the rotational force of the power source 11 is transmitted to the rotary-to-linear motion conversion mechanism 17 via the switching mechanism 12 and the reduction gear 20.

[0016] On the other hand, when power is supplied to coil 15a, in other words, when coil 15a is energized, the switching mechanism 12 is in a disconnected state. When the switching mechanism 12 is in a disconnected state, the rotational force of the power source 11 is not transmitted to the pressing mechanism 13. In detail, when coil 15a is energized, the electromagnetic force generated by coil 15a attracts the armature 16 to the plate 15. At this time, the armature 16 pushes the biasing member 15b toward the plate 15. The armature 16 sandwiches the rotor 14 between itself and the plate 15, restricting the rotation of the rotor 14. Because the rotation of the rotor 14 is restricted, the rotational force of the power source 11 is not transmitted to the rotary-to-linear motion conversion mechanism 17.

[0017] The rotation-to-linear motion conversion mechanism 17 is, for example, a mechanism that has a ball screw and converts rotational motion into linear motion.

[0018] The power amplification mechanism 18 is a lever mechanism that amplifies the force applied to the point of force application 18a from the rotation-to-linear motion conversion mechanism 17 and outputs it from the point of application 18d. In detail, the power amplification mechanism 18 has an arm 18c that can rotate around a fulcrum 18b. A friction material 50 is attached to the end of the arm 18c opposite to the point of force application 18a with respect to the fulcrum 18b by a mounting member 19. The position where the friction material 50 is attached by the mounting member 19 becomes the point of application 18d.

[0019] The reduction gear 20 is connected to the rotor 14 of the switching mechanism 12. When the reduction gear 20 receives rotational force from the power source 11 via the switching mechanism 12, which is in a transmission state, it reduces the rotational speed of the switching mechanism 12 and transmits the rotational force to the pressing mechanism 13. By positioning the switching mechanism 12 closer to the power source 11 than the reduction gear 20, the torque applied to the switching mechanism 12 is smaller compared to when the switching mechanism 12 is positioned further from the power source 11 than the reduction gear 20. As a result, it becomes possible to realize the switching mechanism 12 based on a small clutch.

[0020] Sensor 21 is a pulse detection sensor that measures the rotational speed, rotational position, rotational amount, etc. of the power source 11 based on pulse signals output by an encoder located near the drive shaft 11a of the power source 11.

[0021] The friction material 50 is a brake shoe, brake pad, etc. The rotating body 60 is a wheel, disc rotor, etc.

[0022] Figure 3 shows a brake control system 100 comprising a mechanical brake device 1 having the above configuration and a brake control device 30 that controls the mechanical brake device 1. In Figure 3, only the components related to electrical control of the mechanical brake device 1 are shown. In Figure 3, only one mechanical brake device 1 is shown to avoid complicating the diagram, but the brake control device 30 controls multiple mechanical brake devices 1. The brake control device 30 is provided for each vehicle in a railway vehicle having at least one vehicle. In each vehicle, the brake control device 30 controls multiple mechanical brake devices 1 provided for each wheel.

[0023] The brake control device 30 includes a target brake force determination unit 31 that determines a target brake force, which is a target value of brake force, from the target deceleration indicated by the brake command included in the driving command S1 acquired from the master controller 41; a drive unit 32 that drives the power source 11 according to the target torque based on the target brake force; and a mechanism control unit 33 that switches between the transmission state and the disconnection state of the switching mechanism 12. The brake control device 30 may have a common drive unit 32 for a plurality of mechanical brake devices 1, or it may have the same number of drive units 32 as the number of mechanical brake devices 1. The drive unit 32 supplies power to the power source 11 of the corresponding mechanical brake device 1.

[0024] The drive unit 32 converts the power supplied from the power supply device 42 into power to be supplied to the power source 11, and drives the power source 11 by supplying the converted power to the power source 11. As an example, as shown in Figure 4, the drive unit 32 includes a speed control unit 34 that determines the target torque from the target braking force, a torque control unit 35 that generates a PWM (Pulse Width Modulation) signal from the target torque and the actual torque which is the torque generated by the power source 11, and outputs the PWM signal, and a power conversion circuit 36 ​​that converts the power supplied from the power supply device 42 into power to be supplied to the power source 11 provided in the mechanical brake device 1.

[0025] The master controller 41 outputs an operation command S1 in response to the operator's input. The operation command S1 includes one of the following: a power command indicating a target acceleration, which is the target value of the acceleration of the railway vehicle; a brake command indicating a target deceleration, which is the target value of the deceleration of the railway vehicle; and a coasting command instructing the railway vehicle to coast. The target acceleration and target deceleration correspond to the notch input in response to the operator's input.

[0026] The power supply unit 42 converts the power supplied from a current collector (not shown) into power for supply to the power conversion circuit 36, and outputs the converted power to the power conversion circuit 36. As an example, the power supply unit 42 includes an inverter that receives DC power from a current collector that acquires power from a substation via a power supply line and converts the DC power into AC power, and a rectifier circuit that rectifies the AC power into DC power.

[0027] The power supply unit 43 converts the power supplied from the current collector into power for supply to the switching mechanism 12, and outputs the converted power to the switching mechanism 12. The power supply unit 43 has an inverter that receives DC power from the current collector and converts the DC power into AC power, and a rectifier circuit that rectifies the AC power into DC power. The power supply unit 43 is connected to the switching mechanism 12 via a relay 44.

[0028] The power supply units 42 and 43 may be independent of each other, or they may be implemented as a single power supply unit. Furthermore, power supply unit 42 or power supply unit 43 may be a common power supply unit for multiple mechanical brake units 1, or each mechanical brake unit 1 may have its own power supply unit.

[0029] The relay 44 is switched on and off by the mechanism control unit 33. By turning on the relay 44, the mechanism control unit 33 allows power to be supplied from the power supply unit 43 to the switching mechanism 12, and by turning off the relay 44, it stops the power supply from the power supply unit 43 to the switching mechanism 12. The relay 44 may be a relay common to multiple mechanical brake devices 1, or a relay provided for each mechanical brake device 1.

[0030] Figure 5 shows the hardware configuration of the brake control device 30 having the above configuration. The brake control device 30 comprises a processor 81, a memory 82, and an interface 83. The processor 81, the memory 82, and the interface 83 are connected to each other by a bus 80. The processor 81 includes any electronic circuit including transistors and is considered a circuit or processor circuit.

[0031] The functions of the brake control device 30 are realized by software, firmware (software embedded in electronic devices), or a combination of software and firmware. The software is written as a program and stored in memory 82. The processor 81 reads and executes the program stored in memory 82, thereby realizing the functions of each of the above-mentioned parts. In other words, memory 82 stores a program for executing the processing of the brake control device 30.

[0032] The memory 82 includes, for example, non-volatile or volatile semiconductor memories such as RAM (Random Access Memory), ROM (Read-Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), and EEPROM (Electrically Erasable and Programmable Read-Only Memory), as well as magnetic disks, flexible disks, optical disks, compact disks, minidiscs, DVDs (Digital Versatile Discs), and the like.

[0033] The brake control device 30 is connected to the master controller 41, the power supply unit 42, the relay 44, and the mechanical brake device 1 via the interface 83. The interface 83 has one or more interface modules conforming to standards, depending on the connection destination.

[0034] In Figure 5, one processor 81 and one memory 82 are shown, but the brake control device 30 may be implemented with multiple processors 81 and multiple memories 82. In this case, the various functions of the brake control device 30 can be executed by the cooperation of the multiple processors 81 and multiple memories 82.

[0035] As an example, the brake control device 30 having the above configuration continuously executes the brake control process shown in Figure 6 while in operation. The mechanism control unit 33 of the brake control device 30 turns off the relay 44 and stops the power supply from the power supply device 43 to the switching mechanism 12, thereby putting the switching mechanism 12 into a transmission state (step S11). In detail, when the relay 44 is turned off and the coil 15a is demagnetized, the rotor 14 and the armature 16 are positioned apart from each other, the rotation of the rotor 14 is permitted, and the switching mechanism 12 enters a transmission state. Putting the switching mechanism 12 into a transmission state includes putting the switching mechanism 12 that is in a disconnected state into a transmission state, and maintaining the state of the switching mechanism 12 that is already in a transmission state.

[0036] The target braking force determination unit 31 of the brake control device 30 repeats the process in step S12 while it has not received an operation command S1 including a brake command from the master controller 41 (step S12; No). When the target braking force determination unit 31 receives an operation command S1 including a brake command from the master controller 41 (step S12; Yes), it determines the target braking force, which is the braking force required to achieve the target deceleration (step S13). Specifically, the target braking force determination unit 31 receives the brake command included in the operation command S1 and obtains the weight of the vehicle on which the brake control device 30 is mounted, in a railway vehicle having at least one vehicle, from a load-sensitive detector (not shown). The target braking force determination unit 31 calculates the target braking force for each mechanical brake device 1 by multiplying the target deceleration indicated by the brake command by the weight of the vehicle and dividing the result by the number of mechanical brake devices 1 mounted on the vehicle. The target braking force determination unit 31 sends the calculated target braking force to the drive unit 32.

[0037] The drive unit 32 determines the target torque, which is the target value of the torque of the power source 11 required to obtain the target braking force, from the target braking force determined in step S13 (step S14). Specifically, the speed control unit 34 of the drive unit 32 obtains the target braking force from the target braking force determination unit 31 and obtains the rotational speed of the power source 11 from the sensor 21 of the mechanical brake device 1. From the target braking force, the speed control unit 34 determines the target pressing force, which is the target value of the force with which the mechanical brake device 1 presses the friction material 50 against the rotating body 60.

[0038] The speed control unit 34 determines the target torque from the target pressing force and the parameters of the mechanical brake device 1. The parameters of the mechanical brake device 1 are used to convert the pressing force into torque of the power source 11. The parameters for converting the pressing force into torque are determined by the positional relationship of the effort point 18a, the fulcrum 18b, and the point of application 18d of the power assist mechanism 18, the ratio of the rotational momentum input to the linear momentum output of the rotation-to-linear motion conversion mechanism 17, and the reduction ratio of the speed reducer 20. The speed control unit 34 is assumed to have information about the parameters of the mechanical brake device 1 stored in advance. The speed control unit 34 adjusts the determined target torque in order to gradually increase the rotational speed of the power source 11 according to the rotational speed of the power source 11 obtained from the sensor 21, and outputs the adjusted target torque to the torque control unit 35.

[0039] The torque control unit 35 obtains the target torque of the power source 11 from the speed control unit 34 and obtains the measured output current of the power conversion circuit 36 ​​from the current sensor 37. Specifically, the torque control unit 35 obtains the measured values ​​of the U-phase current and V-phase current from the current sensor 37 and determines the value of the W-phase current from the measured values ​​of the U-phase current and V-phase current. The torque control unit 35 determines the actual torque of the power source 11 from the U-phase current, V-phase current, and W-phase current. Based on the target torque and the actual torque, the torque control unit 35 performs feedback control to generate a PWM signal to bring the actual torque closer to the target torque. The torque control unit 35 outputs the PWM signal to each of the multiple switching elements of the power conversion circuit 36.

[0040] The torque control unit 35 outputs a PWM signal that controls multiple switching elements in the power conversion circuit 36, causing the power conversion circuit 36 ​​to convert the DC power supplied from the power supply unit 42 into three-phase AC power, and supply the three-phase AC power to the power source 11 of the mechanical brake device 1 (step S15).

[0041] When power is supplied to the power source 11 as described above, the motor serving as the power source 11 rotates, and rotational force is transmitted from the drive shaft 11a of the power source 11 to the switching mechanism 12. In step S11, since power supply from the power supply device 43 to the switching mechanism 12 is stopped, the switching mechanism 12 is in a transmission state as shown in Fig. 7. Specifically, the biasing member 15b biases the armature 16 in a direction away from the rotor 14, whereby rotation of the rotor 14 is permitted. Accordingly, the rotational force of the power source 11 is transmitted to the rotary-linear conversion mechanism 17 via the switching mechanism 12 and the speed reducer 20. The output shaft 17a included in the rotary-linear conversion mechanism 17 performs linear motion in accordance with the transmitted rotational force.

[0042] When the motor serving as the power source 11 rotates in the forward direction, the output shaft 17a included in the rotary-linear conversion mechanism 17 moves toward the booster mechanism 18. As shown in Fig. 7, when the output shaft 17a presses the power point 18a of the booster mechanism 18, the arm 18c rotates about the fulcrum 18b. As a result, the friction material 50 attached to the point of application 18d is pressed against the rotating body 60, thereby generating a mechanical braking force.

[0043] The mechanism control unit 33 determines whether or not the mechanical brake device 1 generates a mechanical braking force corresponding to the target braking force. As an example, as shown in Fig. 6, the mechanism control unit 33 determines whether or not an actual torque, which is the torque generated by the power source 11, has reached a target torque (step S16). The mechanism control unit 33 acquires the actual torque and the target torque from the torque control unit 35. When the actual torque has not reached the target torque (step S16: No), in other words, when the target braking force has not been obtained, the above-described processing from step S15 is repeated.

[0044] When the actual torque has reached the target torque (step S16: Yes), in other words, when the target braking force has been obtained, the mechanism control unit 33 determines whether or not a switching criterion for switching the switching mechanism 12 from the transmission state to the cutoff state is satisfied (step S17). The switching criterion is based on the power consumption of the power source 11 and the power consumption of the switching mechanism 12.

[0045] As an example, the mechanism control unit 33 uses a reference speed for a railway vehicle determined in accordance with the power consumption of the power source 11 and the power consumption of the switching mechanism 12. The power consumption of the power source 11 changes in accordance with the braking force. On the other hand, the power consumption of the switching mechanism 12 is independent of the braking force; in other words, it is constant regardless of the braking force. When a railway vehicle is stopped, an operation for instructing a service brake at the maximum notch is performed in the master controller 41 to prevent rolling. For this reason, the power consumption of the power source 11 when the railway vehicle is stopped is greater than the power consumption of the switching mechanism 12. Therefore, the mechanism control unit 33 uses, as the reference speed, a value small enough that the railway vehicle can be regarded as being stopped.

[0046] The mechanism control unit 33 acquires the speed of the railway vehicle from a speed sensor (not shown), a train information management device, an ATC (Automatic Train Control), or the like, and determines whether or not the speed of the railway vehicle is equal to or lower than the reference speed. In other words, in step S17, the mechanism control unit 33 determines whether or not the railway vehicle is stopped. At this time, the switching criterion is that the railway vehicle is stopped.

[0047] Since the speed of the railway vehicle is higher than the reference speed, the switching criterion is not satisfied (step S17: No), and when the brake command has not changed (step S18: No), the above-described processing is repeated from step S15. The expression that the brake command has not changed means that the target deceleration indicated by the brake command included in the operation command S1 is constant.

[0048] Since the speed of the railway vehicle is higher than the reference speed, the switching criterion is not satisfied (step S17: No), and when the brake command has changed (step S18: Yes), the above-described processing is repeated from step S11. The expression that the brake command has changed includes both a change in the target deceleration indicated by the brake command included in the operation command S1, and a change from a state where the operation command S1 includes a brake command to a state where the operation command S1 includes a powering command or a coasting command.

[0049] When the speed of the railway vehicle is below the reference speed and the switching criteria are met (step S17; Yes), the mechanism control unit 33 turns on the relay 44, allowing power to be supplied from the power supply unit 43 to the switching mechanism 12, thereby shutting off the switching mechanism 12 (step S19). As a result, as shown in Figure 8, the coil 15a becomes energized, and the electromagnetic force generated by the coil 15a attracts the armature 16 to the plate 15. The rotor 14 is sandwiched between the plate 15 and the armature 16, and the rotation of the rotor 14 is restricted, causing the switching mechanism 12 to shut off. When the output shaft 17a of the rotary-to-linear motion conversion mechanism 17 is pressing against the power assist mechanism 18, and the switching mechanism 12 is shut off, the operation of the output shaft 17a is restricted. When the output shaft 17a stops operating, the pressing mechanism 13 maintains the position of the friction material 50 with the friction material 50 in contact with the rotating body 60.

[0050] When the mechanism control unit 33 turns on the relay 44, it notifies the torque control unit 35 of this fact. As shown in Figure 6, upon receiving this notification, the torque control unit 35 sends a PWM signal to the power conversion circuit 36 ​​to turn off each switching element in the power conversion circuit 36, thereby stopping the power supply to the power source 11 (step S20). As described above, when the switching mechanism 12 is shut off and the output shaft 17a stops operating, the pressing mechanism 13 maintains the position of the friction material 50, making it possible to maintain a state in which mechanical braking force is generated even without supplying power to the power source 11.

[0051] Subsequently, the process in step S21 is repeated until the brake command changes (step S21; No). This ensures that the pressing mechanism 13 maintains the position of the friction material 50 until the brake command changes.

[0052] When the brake command changes (step S21; Yes), the process described above is repeated from step S11. For example, when the brake command is released and a power command is input to the driving command S1, the motor, which is the power source 11, rotates in the reverse direction under the control of the drive unit 32. As a result, the output shaft 17a moves from the state in Figure 7 toward the power assist mechanism 18, to the state in Figure 2.

[0053] As described above, in the brake control device 30 according to Embodiment 1, when a mechanical braking force corresponding to the target braking force is generated and the switching criteria are met, the switching mechanism 12 switches from the transmission state to the disconnection state, thereby stopping the supply of power to the power source 11. As a result, it is possible to obtain a brake control device 30 and a mechanical brake device 1 with low power consumption.

[0054] (Embodiment 2) The brake control processing performed by the brake control device 30 is not limited to the example described above. An example of a brake control device 30 that performs brake control processing different from that of Embodiment 1 will be described in Embodiment 2, focusing on the differences from Embodiment 1. The configuration of the brake control device 30 shown in Figure 9 is the same as that of Embodiment 1. The hardware configuration of the brake control device 30 is the same as that of Embodiment 1. The mechanical brake device 2 according to Embodiment 2 is equipped with a load cell 22 that measures the pressing force, which is the force with which the friction material 50 is pressed against the rotating body 60, in addition to the configuration of the mechanical brake device 1. As shown in Figure 10, the load cell 22 is provided on the mounting member 19 and measures the pressing force with which the power assist mechanism 18 presses the friction material 50 against the rotating body 60, and sends the measured value to the mechanism control unit 33.

[0055] The brake control device 30 continuously executes the brake control process shown in Figure 11 while in operation. The processes from steps S11 to S15 are the same as those performed by the brake control device 30 according to Embodiment 1 shown in Figure 6. The mechanism control unit 33 determines whether the actual pressing force, which is the force with which the pressing mechanism 13, specifically the power assist mechanism 18, of the mechanical brake device 2 presses the friction material 50 against the rotating body 60, has reached the target pressing force (step S31). The mechanism control unit 33 obtains the target pressing force from the speed control unit 34 and the actual pressing force from the load cell 22. If the actual pressing force has not reached the target pressing force (step S31; No), in other words, if the target braking force has not been obtained, the above process is repeated from step S15.

[0056] When the actual pressing force reaches the target pressing force (step S31; Yes), in other words, when the target braking force is obtained, the mechanism control unit 33 determines whether the switching criteria for switching the switching mechanism 12 from the transmission state to the disconnection state are met (step S17).

[0057] Depending on the configuration of the pressing mechanism 13, the power consumption of the power source 11 may exceed the power consumption of the switching mechanism 12, not only when the railway vehicle is stopped but also when it is in motion. Therefore, in step S17, the mechanism control unit 33 of the brake control device 30 according to the second embodiment determines whether the actual pressing force is equal to or greater than the reference pressing force. At this time, the switching criterion is that the actual pressing force is equal to or greater than the reference pressing force. The reference pressing force is determined according to the power consumption of the power source 11 and the power consumption of the switching mechanism 12. As an example, the reference pressing force is determined according to the actual pressing force at which the power consumption of the power source 11 and the power consumption of the switching mechanism 12 can be considered to be equal.

[0058] The subsequent processing is the same as in Embodiment 1. Specifically, if the actual pressing force is less than the reference pressing force and the switching criterion is not met (Step S17; No), and the brake command has not changed (Step S18; No), the above processing is repeated from Step S15. If the actual pressing force is less than the reference pressing force and the switching criterion is not met (Step S17; No), and the brake command has changed (Step S18; Yes), the above processing is repeated from Step S11.

[0059] Since the actual pressing force is equal to or greater than the reference pressing force, if the switching criterion is met (step S17; Yes), the brake control device 30 performs the processing from step S19 onward. The processing from steps S19 to S21 is the same as the processing performed by the brake control device 30 according to Embodiment 1 shown in Figure 6.

[0060] As described above, the brake control device 30 according to Embodiment 2 switches the switching mechanism 12 from the transmission state to the disconnection state and stops the supply of power to the power source 11 when the actual pressing force is equal to or greater than the reference pressing force. When the power consumption of the power source 11 becomes greater than the power consumption of the switching mechanism 12, the switching mechanism 12 is switched to the disconnection state and the supply of power to the power source 11 is stopped, making it possible to obtain a brake control device 30 and a mechanical brake device 2 with low power consumption.

[0061] (Embodiment 3) The brake control processing performed by the brake control device 30 is not limited to the example described above. A brake control device that performs brake control processing different from Embodiments 1 and 2 will be described in Embodiment 3, focusing on the differences from Embodiment 1. The brake control device 40 shown in Figure 12 further includes a power consumption determination unit 38 that determines the power consumption of the power source 11, in addition to the configuration of the brake control device 30 according to Embodiment 1. The configuration of the mechanical brake device 1 controlled by the brake control device 40 is the same as the configuration of the mechanical brake device 1 according to Embodiment 1.

[0062] The power consumption determination unit 38 obtains a measured value of the output current of the power conversion circuit 36 ​​from the current sensor 37. The power consumption determination unit 38 calculates the power consumption of the power source 11 that receives power from the power conversion circuit 36 ​​from the measured value of the output current of the power conversion circuit 36. The power consumption determination unit 38 sends the calculated power consumption of the power source 11 to the mechanism control unit 33.

[0063] The brake control device 40, like the brake control device 30 according to Embodiment 1, continuously executes the brake control process shown in Figure 6 while in operation. In step S17, the mechanism control unit 33 determines whether the switching criteria are met using a reference power determined according to the power consumption of the switching mechanism 12. The power consumption of the switching mechanism 12 is the power required to shut off the switching mechanism 12 and hold the pressing mechanism 13 in a state where it is pressing the friction material 50 against the rotating body 60, and is a constant value determined by the specifications of the switching mechanism 12 and the pressing mechanism 13. The mechanism control unit 33 is assumed to have information about the power consumption of the switching mechanism 12 in advance. For example, the mechanism control unit 33 uses the power consumption of the switching mechanism 12 as the reference power.

[0064] In step S17, the mechanism control unit 33 determines whether the power consumption of the power source 11, as determined by the power consumption determination unit 38, is equal to or greater than the reference power. At this time, the switching criterion is that the power consumption of the power source 11 is equal to or greater than the reference power. If the power consumption of the power source 11 is less than the reference power, the switching criterion is not met (step S17; No), and the brake command has not changed (step S18; No), the above process is repeated from step S15. If the power consumption of the power source 11 is less than the reference power, the switching criterion is not met (step S17; No), and the brake command has changed (step S18; Yes), the above process is repeated from step S11.

[0065] Since the power consumption of the power source 11 is equal to or greater than the reference power, if the switching criterion is met (step S17; Yes), the brake control device 40 performs the processing from step S19 onwards. The processing from steps S19 to S21 is the same as the processing performed by the brake control device 30 according to Embodiment 1 shown in Figure 6.

[0066] As described above, the brake control device 40 according to Embodiment 3 switches the switching mechanism 12 from the transmission state to the disconnection state and stops the supply of power to the power source 11 when the power consumption of the power source 11 is equal to or greater than the reference power. By switching the switching mechanism 12 to the disconnection state and stopping the supply of power to the power source 11 when the power consumption of the power source 11 becomes greater than the power consumption of the switching mechanism 12, it is possible to obtain a brake control device 40 and a mechanical brake device 1 with low power consumption.

[0067] This disclosure is not limited to the embodiments described above. Any multiple embodiments from the embodiments described above can be combined. For example, the brake control device 30 according to Embodiment 1 and the brake control device 40 according to Embodiment 3 may determine whether the switching condition is met when the actual pressing force reaches the target pressing force, similar to the brake control device 30 according to Embodiment 2. As another example, the brake control device 30 according to Embodiment 2 may determine whether the switching criterion is met when the actual torque reaches the target torque, similar to the brake control device 30 according to Embodiment 1.

[0068] The mechanical brake devices 1 and 2 are not limited to the examples described above, and any electrically operated mechanical brake device having a mechanism to switch between a state in which the rotational force of the power source 11 is transmitted to the pressing mechanism 13 and a state in which it is not transmitted is acceptable. Specifically, the motor which is the power source 11, the switching mechanism 12, and the rotation-to-linear motion conversion mechanism 17 may be implemented as electric actuators. Alternatively, the power source 11 and the switching mechanism 12 may be implemented as a motor with a clutch that is formed integrally.

[0069] The structure of the switching mechanism 12 is not limited to the example described above, and is any mechanism that can switch between a transmission state in which rotational force is transmitted and a disconnection state in which rotational force is not transmitted. For example, the switching mechanism 12 may be in a transmission state when the coil 15a is energized and in a disconnection state when the coil 15a is not energized. Figure 13 shows the configuration of a mechanical brake device equipped with the switching mechanism 12.

[0070] The mechanical brake device 3 shown in Figure 13 differs from the mechanical brake device 1 in the configuration of its switching mechanism 12. Specifically, the switching mechanism 12 of the mechanical brake device 3 is a tooth scratch comprising a rotor 14 having a rotor and coil 15a that rotates in conjunction with the rotation of the power source 11, and an armature 16 connected to a pressing mechanism 13. The rotor 14 is connected to the drive shaft 11a of the power source 11. The armature 16 is connected to the shaft of the reduction gear 20. Teeth are formed on the surface of the rotor 14 facing the armature 16, and on the surface of the armature 16 facing the rotor 14.

[0071] When the coil 15a is energized by power supplied from the power supply unit 43, the electromagnetic force generated by the coil 15a attracts the armature 16 to the rotor 14, causing the rotor 14 and the armature 16 to mesh. As a result, the switching mechanism 12 enters a transmission state. When the power supply from the power supply unit 43 to the coil 15a is stopped and the coil 15a is demagnetized, a biasing member, such as a leaf spring, attached to a pulley (not shown) on the opposite side of the rotor 14 from the armature 16 returns to its natural length, biasing the armature 16 away from the rotor 14, causing the rotor 14 and the armature 16 to move apart. As a result, the switching mechanism 12 enters a disconnected state. The biasing member is stretched by the armature 16, which is attracted to the coil 15a when the coil 15a is energized.

[0072] The mechanism control unit 33, which controls the switching mechanism 12 of the mechanical brake device 3, determines whether or not the switching criteria are met. If the switching criteria are met, it stops the power supply to the switching mechanism 12, thereby putting the switching mechanism 12 into a shut-off state. If the switching criteria are not met, it allows the power supply to the switching mechanism 12, thereby putting the switching mechanism 12 into a transmission state. As an example, the mechanism control unit 33 determines whether or not the railway vehicle is stopped. If the railway vehicle is stopped, it stops the power supply to the switching mechanism 12. If the railway vehicle is not stopped, it allows the power supply to the switching mechanism 12.

[0073] The switching mechanism 12 is not limited to a mechanism that switches between a transmission state and a disconnection state depending on the energized state, but may also be a mechanism that switches between a transmission state and a disconnection state mechanically. The mechanism control unit 33 should switch between the transmission state and the disconnection state of the switching mechanism 12 using a control method appropriate to the structure of the switching mechanism 12.

[0074] The structure of the pressing mechanism 13 is not limited to the examples described above. For example, the pressing mechanism 13 may have only a rotation-to-linear motion conversion mechanism 17. In this case, the rotation-to-linear motion conversion mechanism 17 can directly press the friction material 50 against the rotating body 60. As another example, the power assist mechanism 18 is not limited to a lever mechanism, but may be a toggle mechanism, a link mechanism, etc. As yet another example, the pressing mechanism 13 may have a gear device connected to a power source 11 via a switching mechanism 12, and a rotation-to-linear motion conversion mechanism, such as a ball screw, connected to the gear device, with the friction material 50 attached to its tip, which presses the friction material 50 against the rotating body 60 in accordance with the rotational force transmitted from the gear device.

[0075] The target braking force determination unit 31 may acquire the operation command S1 from a train information management system, ATC, ATS (Automatic Train Stop), etc.

[0076] The process performed by the mechanism control unit 33 to determine whether a mechanical braking force corresponding to the target braking force is being generated is not limited to the process in step S16 of Figure 6 and the process in step S31 of Figure 11. For example, the mechanism control unit 33 may determine whether the actual torque is within a target range that includes the target torque. As another example, the mechanism control unit 33 may determine whether the actual pressing force is within a target range that includes the target pressing force. The target range can be determined according to the allowable error of the mechanical braking force.

[0077] The process by which the mechanism control unit 33 determines whether or not the switching criteria are met is not limited to the above example. As an example, the mechanism control unit 33 of the brake control device 30 according to Embodiment 2 may determine in step S17 whether or not the target pressing force is equal to or greater than the reference pressing force. As another example, the mechanism control unit 33 may determine in step S17 whether or not the actual torque is equal to or greater than the reference torque. In this case, the reference torque can be determined according to the actual torque at which the power consumption of the power source 11 and the power consumption of the switching mechanism 12 can be considered to be equal.

[0078] A railway vehicle equipped with brake control devices 30 and 40 may be a railway vehicle that decelerates by electric braking force generated by consuming the power generated when the main motor that generates the propulsion force of the railway vehicle operates as a generator, and by mechanical braking force from mechanical brake devices 1 and 2. In this case, the target braking force determination unit 31 determines the target electric braking force, which is the target value of the electric braking force, from the target braking force, and sends a regenerative pattern corresponding to the target electric braking force to the control circuit of the power conversion device that supplies power to the main motor. The target braking force determination unit 31 also obtains regenerative feedback from the control circuit of the power conversion device that indicates the actual electric braking force, which is the electric braking force that was actually generated, and determines the target mechanical braking force, which is the target value of the mechanical braking force, by subtracting the actual electric braking force indicated by the regenerative feedback from the target braking force. The speed control unit 34 determines the target torque from the target mechanical braking force.

[0079] The hardware configuration and flowchart shown above are examples and can be changed and modified as needed.

[0080] As an example, a modified hardware configuration of the brake control device 30 is shown in Figure 14. The brake control device 30 may be implemented using a processing circuit 84, as shown in Figure 14. The same applies to the brake control device 40. The processing circuit 84 shown in Figure 14 is connected to an external device via an interface circuit 85. In detail, the brake control device 30 is connected to a master controller 41, a power supply 42, a relay 44, and a mechanical brake device 1 via the interface circuit 85.

[0081] If the processing circuit 84 is dedicated hardware, the processing circuit 84 may be, for example, a single circuit, a composite circuit, a processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. In the brake control device 30, each part may be implemented by an individual processing circuit 84, or each part may be implemented by a common processing circuit 84.

[0082] Some of the functions of the brake control device 30 may be implemented by dedicated hardware, while other parts may be implemented by software or firmware. For example, in the brake control device 30, the drive unit 32 and the mechanism control unit 33 may be implemented by the processing circuit 84 shown in Figure 14, and the target brake force determination unit 31 may be implemented by the processor 81 shown in Figure 5 reading and executing a program stored in the memory 82.

[0083] A brake control device 30 that performs the above-described operations may be realized by distributing a computer-readable recording medium such as a flexible disk, CD-ROM (Compact Disc-Read Only Memory), or DVD-ROM (Digital Versatile Disc-Read Only Memory) containing a computer program for performing the above-described operations, and installing the computer program on a computer. Alternatively, a brake control device 30 that performs the above-described operations may be realized by a dedicated system. The computer program may be superimposed on a carrier wave and provided via a communication network.

[0084] This disclosure allows for various embodiments and modifications without departing from the broad spirit and scope of this disclosure. Furthermore, the embodiments described above are for illustrative purposes only and do not limit the scope of this disclosure. In other words, the scope of this disclosure is indicated by the claims, not by the embodiments. Various modifications made within the scope of the claims and the equivalent significance of the disclosure are considered to be within the scope of this disclosure.

[0085] 1, 2, 3 Mechanical brake device, 11 Power source, 11a Drive shaft, 12 Switching mechanism, 13 Pressing mechanism, 14 Rotor, 15 Coil, 16 Armature, 17 Rotary-to-linear motion conversion mechanism, 17a Output shaft, 18 Power assist mechanism, 18a Point of force application, 18b Pivot point, 18c Arm, 18d Point of application of force, 19 Mounting member, 20 Reducer, 21 Sensor, 22 Load cell, 30, 40 Brake control device, 31 Target brake force determination unit, 32 Drive unit, 33 Mechanism control unit, 34 Speed ​​control unit, 35 Torque control unit, 36 Power conversion circuit, 37 Current sensor, 38 Power consumption determination unit, 41 Master controller, 42, 43 Power supply unit, 44 Relay, 50 Friction material, 60 Rotating body, 80 Bus, 81 Processor, 82 Memory, 83 Interface, 84 Processing circuit, 85 Interface circuit, 100 Brake control system, S1 Driving command.

Claims

1. A mechanical brake device mounted on a railway vehicle that generates a mechanical brake force for the railway vehicle, comprising: a power source that rotates driven by supplied electricity; a pressing mechanism that generates the mechanical brake force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, in accordance with the rotational force transmitted from the power source; and a switching mechanism that is in either a transmission state in which the rotational force of the power source is transmitted to the pressing mechanism, or a disconnection state in which the rotational force of the power source is not transmitted to the pressing mechanism, the brake control device for controlling the mechanical brake device comprising: a target brake force determination unit that acquires a brake command indicating a target deceleration of the railway vehicle and determines a target brake force which is the brake force required to achieve the target deceleration; a drive unit that determines a target torque which is a target value of the torque of the power source from the target brake force and drives the power source in accordance with the target torque; and a mechanism control unit that switches between the transmission state and the disconnection state of the switching mechanism, The mechanism control unit determines whether the switching criteria to the disconnection state are met when the switching mechanism is in the transmission state and the mechanical brake device is generating the mechanical brake force corresponding to the target brake force, and when the switching criteria are met, switches from the transmission state to the disconnection state, and when the switching criteria are not met, maintains the transmission state. The drive unit stops supplying power to the power source when the mechanism control unit switches the switching mechanism from the transmission state to the disconnection state.

2. The brake control device according to claim 1, wherein the mechanism control unit determines whether the switching criterion is met when the switching mechanism is in the transmission state and the actual torque, which is the torque generated by the power source of the mechanical brake device, reaches the target torque, and when the switching criterion is met, switches from the transmission state to the disconnection state, and when the switching criterion is not met, maintains the transmission state.

3. The drive unit determines a target pressing force, which is a target value of the force that presses the friction material against the rotating body, from the target braking force, and determines the target torque from the target pressing force. The mechanism control unit determines whether the switching criterion is met when the switching mechanism is in the transmission state and the actual pressing force, which is the force that the pressing mechanism applies to press the friction material against the rotating body, reaches the target pressing force. If the switching criterion is met, the system switches from the transmission state to the disconnection state. If the switching criterion is not met, the system maintains the transmission state. The brake control device according to claim 1.

4. The brake control device according to any one of claims 1 to 3, wherein the mechanism control unit determines whether the switching criteria based on the power consumption of the switching mechanism and the power consumption of the power source, which are in the off state when energized and in the transmission state when not energized, are met, and when the switching criteria are met, it switches to the off state by allowing power supply to the switching mechanism, and when the switching criteria are not met, it maintains the transmission state by stopping the power supply to the switching mechanism.

5. The brake control device according to claim 4, wherein the mechanism control unit determines whether the speed of the railway vehicle is less than or equal to the reference speed determined according to the power consumption of the switching mechanism and the power consumption of the power source, and when the speed of the railway vehicle is less than or equal to the reference speed, it allows power supply to the switching mechanism, and when the speed of the railway vehicle is greater than the reference speed, it stops power supply to the switching mechanism.

6. The brake control device according to claim 5, wherein the mechanism control unit determines whether the railway vehicle is stopped, allows power supply to the switching mechanism when the railway vehicle is stopped, and stops power supply to the switching mechanism when the railway vehicle is not stopped.

7. The brake control device according to claim 4, wherein the mechanism control unit determines whether the actual pressing force, which is the force with which the pressing mechanism presses the friction material against the rotating body, is equal to or greater than the reference pressing force, using a reference pressing force determined according to the power consumption of the switching mechanism and the power consumption of the power source, and when the actual pressing force is equal to or greater than the reference pressing force, it allows power to be supplied to the switching mechanism, and when the actual pressing force is less than the reference pressing force, it stops power supply to the switching mechanism.

8. The brake control device according to claim 4, further comprising a power consumption determination unit for determining the power consumption of the power source, wherein the mechanism control unit uses a reference power determined according to the power consumption of the switching mechanism to determine whether the power consumption of the power source determined by the power consumption determination unit is equal to or greater than the reference power, and if the power consumption of the power source is equal to or greater than the reference power, it allows power supply to the switching mechanism, and if the power consumption of the power source is less than the reference power, it stops power supply to the switching mechanism.

9. The brake control device according to any one of claims 1 to 3, wherein the mechanism control unit determines whether the railway vehicle is stopped, and when the railway vehicle is stopped, stops the power supply to the switching mechanism which is in the transmission state when energized and in the interruption state when not energized, and when the railway vehicle is not stopped, allows the power supply to the switching mechanism.

10. A mechanical brake device mounted on a railway vehicle that generates a mechanical braking force for the railway vehicle, comprising: a power source that rotates in response to an electric power supply; a pressing mechanism that generates the mechanical braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, in accordance with the rotational force transmitted from the power source; and a switching mechanism that is in either a transmission state in which the rotational force of the power source is transmitted to the pressing mechanism, or a disconnection state in which the rotational force of the power source is not transmitted to the pressing mechanism.

11. The mechanical brake device according to claim 10, further comprising a reduction gear connected to the switching mechanism and the pressing mechanism, which reduces the rotational speed of the switching mechanism and transmits rotational force to the pressing mechanism.

12. When the switching mechanism switches from the transmission state to the disconnection state, the pressing mechanism maintains the position of the friction material, according to claim 10 or 11.

13. The pressing mechanism includes a power-boosting mechanism that generates the mechanical braking force by pressing the friction material against the rotating body in accordance with the applied force, and a rotation-to-linear motion conversion mechanism that presses the power-boosting mechanism with an output shaft that performs linear motion in accordance with the rotation of the power source, and the switching mechanism includes a rotor connected to the power source and the rotation-to-linear motion conversion mechanism and rotating in accordance with the rotation of the power source, a plate having a coil and a biasing member that rotatably supports the rotor, and an armature attached to the biasing member, and the state in which the armature is biased away from the rotor by the biasing member, thereby allowing the rotor to rotate, and the state in which the armature, attracted by electromagnetic force, restricts the rotation of the rotor, are switched by the energization state of the coil, and when the switching mechanism switches from the transmission state to the interruption state, the output shaft of the rotation-to-linear motion conversion mechanism attached to the armature stops operating. A mechanical brake device according to any one of claims 10 to 12.

14. The pressing mechanism comprises a power-boosting mechanism that generates the mechanical braking force by pressing the friction material against the rotating body in accordance with the applied force, and a rotation-to-linear motion conversion mechanism that presses the power-boosting mechanism with an output shaft that performs linear motion in accordance with the rotation of the power source, the switching mechanism comprises a rotor that rotates in accordance with the rotation of the power source and has a coil, and an armature connected to the rotation-to-linear motion conversion mechanism, the transmission state in which the rotor and the armature mesh and the disconnection state in which the rotor and the armature are separated are switched by the energization state of the coil, and when the switching mechanism switches from the transmission state to the disconnection state, the output shaft of the rotation-to-linear motion conversion mechanism attached to the armature stops operating, the mechanical braking device according to any one of claims 10 to 12.

15. A brake control system comprising: a mechanical brake device according to any one of claims 10 to 13; and a brake control device according to any one of claims 1 to 8 for controlling the mechanical brake device.

16. A brake control system comprising: a mechanical brake device according to claim 14; and a brake control device according to claim 9 for controlling the mechanical brake device.

17. A brake control method performed by a brake control device that controls a mechanical brake device mounted on a railway vehicle and generating a mechanical brake force for the railway vehicle, the mechanical brake device comprising: a power source that rotates driven by supplied electricity; a pressing mechanism that generates the mechanical brake force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, in accordance with the rotational force transmitted from the power source; and a switching mechanism that is in either a transmission state in which the rotational force of the power source is transmitted to the pressing mechanism, or a disconnection state in which the rotational force of the power source is not transmitted to the pressing mechanism, the method comprising: obtaining a brake command indicating a target deceleration of the railway vehicle; determining a target brake force which is the brake force required to obtain the target deceleration; determining a target torque which is a target value of the torque of the power source from the target brake force; driving the power source in accordance with the target torque; and switching the disconnection state and the transmission state of the switching mechanism. A brake control method comprising: determining whether the criteria for switching to the disconnection state are met when the switching mechanism is in the transmission state and the mechanical brake device is generating the mechanical brake force corresponding to the target brake force; switching from the transmission state to the disconnection state when the criteria for switching are met; maintaining the transmission state when the criteria for switching are not met; and stopping the supply of power to the power source when the switching mechanism is switched from the transmission state to the disconnection state.

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