JP2002211382A - Brake device and method for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake device and a method for rolling stocks, which need not piping material and perform braking when the power to the vehicle is cut off. SOLUTION: To perform braking, the power to an electromagnet 11 is cut off to stop the attraction of an armature 14, and then, the armature 14 is moved in the D1 direction by the work of a helical spring 12, etc., to press against a shoe 15, etc., for friction. To stop braking, with the electromagnet 11 conducted, the above operations are made in the reverse order.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a railway vehicle that brakes a railway vehicle by utilizing the attraction force of an electromagnet and the action of an urging means having a spring member, and a method of braking a railway vehicle. It is.

[0002]

2. Description of the Related Art Railroad vehicles run on rails,
It performs deceleration, stop, or braking for suppressing acceleration in a downhill section. In order to perform this braking, the railway vehicle is provided with a braking device. An air brake device is used as a general brake device for railway vehicles. Although not shown, the air brake device sends a compressed air generated by an air compressor to a brake cylinder via an air line and control valves to generate a driving force, and the driving force generates a braking force, etc. The brake is driven by sliding friction between the brake shoe and the wheels, etc., by driving the brake shoe directly against the wheels or by pressing against a disk rotating in conjunction with the wheel shaft of the railway vehicle. .

[0003] Among railway vehicles, electric trains and electric locomotives (hereinafter referred to as "railroad electric vehicles") are provided with an electric brake device in addition to the air brake device described above. Although not shown, the electric brake device causes the electric motor, which is the drive source of the railway electric vehicle, to function as a generator, and generates the rotational kinetic energy of the electric motor shaft that is linked to the wheel shaft that rotates as the railway electric vehicle travels. Electric energy (hereinafter,
This is called "electric energy generated during braking." ) To reduce the rotation speed of the motor shaft to perform braking. The electric brake device includes a “power generation brake device” that consumes electric energy generated during braking as heat by a resistor, a method that returns electric energy generated during braking to a trolley wire (hereinafter, referred to as “regeneration”), and the like. There is a "regenerative braking device" that can be used in railway electric cars or returned to substations.

[0004]

However, in the above-described conventional air brake device, a pipe for sending compressed air is required, and this pipe must communicate between the train cars. There is a problem that the structure is complicated and the design, manufacture, and repair of the railway vehicle are complicated. In addition, since the weight of the air compressor, pipes and valves, brake cylinders, and the like is relatively heavy, there has been a problem of increasing the speed of the train. In addition, even in the event of an emergency, even if the power supply to the railcar is stopped, the train will not be braked unless air is supplied to the brake cylinder. From the viewpoint of the rail fail-safe principle, problems remained.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to eliminate the need for piping and to perform braking when power supply to the vehicle is stopped. It is an object of the present invention to provide a railway vehicle brake device and a railway vehicle braking method.

[0006]

In order to solve the above-mentioned problems, a railway vehicle brake device according to the present invention is a railway vehicle brake device for performing braking including deceleration or stop of a running railway vehicle. The movable member can be moved in one of a first direction that is a direction approaching the member to be braked and a second direction that is a direction away from the member to be braked. A braking unit configured to include a magnetic member made of a magnetic material and attached to the braking unit; an electromagnet capable of attracting the magnetic member when energized; and a spring member for urging the braking unit in the first direction. When the braking is performed, the power supply to the electromagnet is stopped to stop the suction of the magnetic member, and the braking means is moved in the first direction by the action of the biasing means. Brake hand Is pressed against the member to be braked, the braking is performed by friction between the braking means and the member to be braked, and when the braking is loosened or stopped, the electromagnet is energized to attract the magnetic member. The braking means may be moved in the second direction, or the braking means may be separated from the member to be braked.

In the above-mentioned brake device for a railway vehicle,
Preferably, the member to be braked has a first disk member attached to a rotating shaft of a main motor or a diesel engine provided in the railway vehicle.

In the above-mentioned brake device for a railway vehicle, preferably, the member to be braked has a friction member which is attached to the first disk member and which is capable of performing friction with the braking means and being replaceable by wear.

In the above-mentioned brake device for a railway vehicle, preferably, the member to be braked has a second disk member fixed to a wheel shaft of the railway vehicle.

In the above-mentioned brake device for a railway vehicle, preferably, the member to be braked is a wheel of the railway vehicle, and a surface to be braked of the member to be braked is a tread surface of the wheel.

In the above-described brake device for a railway vehicle, preferably, the member to be braked is an annular member fixed to a side surface of a wheel of the railway vehicle.

Further, the method for braking a railway vehicle according to the present invention, as a railway vehicle brake device for performing braking including deceleration or stoppage of a running railway vehicle, is a member to be braked which rotates when the railway vehicle travels. Braking means configured to be movable in one of a first direction approaching the braked member and a second direction separating from the braked member; and the brake made of a magnetic material. A magnetic member attached to the means, an electromagnet capable of attracting the magnetic member by energization, and a spring member;
In the case where the braking is performed by using a railway vehicle brake device having an urging means for urging in a direction, the power supply to the electromagnet is stopped to stop the suction of the magnetic member, and the operation of the urging means is performed. Moving the braking means in the first direction, pressing the braking means against the member to be braked, performing the braking by friction between the braking means and the member to be braked, and loosening or stopping the braking. Is characterized by energizing the electromagnet to attract the magnetic member to move the braking means in the second direction, or to separate the braking means from the member to be braked.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of a brake device for a railway vehicle according to the present invention will be described in detail with reference to the drawings.

(1) First Embodiment FIG. 1 is a diagram showing the configuration of a first embodiment of a railway vehicle brake device according to the present invention. FIG. 2 is a diagram illustrating a detailed configuration of the railway vehicle brake device illustrated in FIG. 1.

As shown in FIG. 1, a railway vehicle brake device 1A according to a first embodiment is attached to one end (upper end in FIG. 1) of a rotating shaft 2a of a main motor 2 of a railway electric vehicle. I have. The other end (the lower end in FIG. 1) of the rotating shaft 2 a of the main motor 2 is connected to the gear device 3. Further, the gear device 3 is connected to the wheel shaft 5. The gear device 3 incorporates a plurality of gears, and transmits the rotational force of the rotating shaft 2 a of the main motor 2 to the wheel shaft 5 to drive the wheels 4 to rotate.

In FIG. 2, FIG.
Is a cross-sectional view cut along a plane including a center line in the longitudinal direction of the rotation shaft 2a. The railway vehicle brake device 1A
As shown in FIG. 2A, an electromagnet 11 housed in a main body 10, helical springs 12 and 13, an amateur 14,
An attachment member 18 attached to a rotating shaft 2a of a main motor (see reference numeral 2 in FIG. 1), a rotor 17, shoes 15 and 16, a plate 20, conductors 21a and 21b,
A power supply 23 and an energization control unit 22 are provided.

The main body 10 is an annular member arranged so as to surround the rotation shaft 2a of the main motor (see reference numeral 2 in FIG. 1). One side surface (the right side surface in FIG. 2A) of the main body 10 is a fixed portion 25 that is a portion that is immovable with respect to the rotating shaft 2a that rotates in the direction of R1 in FIG.
a. The case portion of the main motor 2 is used as the fixing portion 25a.

On the other side (left side in FIG. 2A) of the main body 10, an electromagnet accommodating recess 10a which is an annular groove is provided.
Are formed, and the electromagnet 11 is stored inside the electromagnet housing recess 10a. Further, on the other side surface (left side surface in FIG. 2A) of the main body 10, there are formed spring receiving concave portions 10b and 10c each having a cylindrical shape and a blind hole shape. Is stored.

The electromagnet 11 has a coil (not shown) spirally wound around a rotation shaft 2a of a main motor (see reference numeral 2 in FIG. 1). This coil is made of a wire made of a conductor such as copper (Cu) or aluminum (Al). Conductor 2 at one end of the coil
1a is connected, and a conductor 21b is connected to the other end of the coil. The conductors 21 a and 21 b are connected to a power supply 23 via a power supply controller 22. Conductors 21a and 21
b is made of a wire made of a conductor such as copper (Cu) or aluminum (Al).

The power supply 23 is a DC power supply. When a DC current is supplied to a railway electric vehicle from a trolley wire (not shown), the DC power is stepped down and used, and a railway is supplied from the trolley wire (not shown). When an alternating current is supplied to an electric car,
A device obtained by converting an alternating current into a direct current by a rectifier or the like (not shown) is used. The energization control unit 22 has, for example, an open / close switch or the like (not shown), and is configured to be connected to a brake operating device or the like (not shown) of a cab of a railway electric vehicle.

The helical springs 12 and 13 are made of an elastic material such as an elastic steel material, another metal material, or an alloy material, a ceramic material, or a composite material, and are formed in a coil shape (spiral shape). Winding springs 12 and 13
Is a "compression spring" that contracts in proportion to the compression force when a compression force is applied in the longitudinal direction. The length of the helical spring 12 when no compressive force is applied is longer than the length from the opening end to the bottom of the spring accommodating recess 10b, and is longer than the length of the helical spring 12 in FIG. . Wound spring 1
The same applies to No. 3. Therefore, in the state of FIG. 2A, the helical springs 12 and 13 are in a compressed state.

In the inner bottom of the spring accommodating recess 10b,
One end (the right end in FIG. 2A) of the spiral spring 12 is attached. One end (the right end in FIG. 2A) of the helical spring 13 is attached to the inner bottom of the spring accommodating recess 10c.

The armature 14 is a member formed of a magnetic material such as forged steel and formed in an annular shape. The other end of the helical spring 12 (the left end in FIG. 2A) is attached to a position on one side of the amateur 14 (the right side in FIG. 2A). The other end (the left end in FIG. 2A) of the helical spring 13 is attached to another position on one side surface (the right side surface in FIG. 2A) of the amateur 14.

In the state shown in FIG. 2A, a direct current is supplied to the electromagnet 11 through the conductors 21a and 21b under the control of the control unit 22. For this reason, the electromagnet 11 exerts a magnetic force (attraction force) on the armature 14, and the armature 14 is attracted by the magnetic force of the electromagnet 11.

The amateur 14 is provided with a guide space 26.
Is housed inside. The guide space 26 is an annular space formed so that the fixed portion 25b, which is a portion that is immovable with respect to the rotating shaft 2a, serves as an inner wall. Fixed part 2
As a part 5b, a case part of a main motor (see reference numeral 2 in FIG. 1), a part of a bogie of the railway electric vehicle, and the like may be used, and a part of the fixed part 25a may be used. Fixed part 25
Due to the inner wall surface b, the armature 14 is configured to be movable only in the left-right direction in FIG.

FIG. 2B shows the mounting member 18 and the rotor 17.
2 and the shoe 16 as viewed from the left side of FIG. As shown in FIGS. 2A and 2B, the mounting member 18 is formed in a gear shape, and has a gear-shaped or groove-shaped fitting portion 18a. A cylindrical bolt hole 18b is formed in the center of the mounting member 18, and the bolt hole 1b is formed.
A female screw is formed on the inner wall of 8b. Further, a cylindrical bolt hole 2b is formed at the tip of the rotating shaft 2a of the main motor (see reference numeral 2 in FIG. 1), and a female screw is formed on the inner wall of the bolt hole 2b. The bolt 19 has a hexagonal head portion and a cylindrical screw portion. On the outer peripheral side surface of the screw portion, a male screw which can be screwed into the female screw of the bolt hole 18b and the female screw of the bolt hole 2b is provided. Is formed. With such a configuration, the mounting member 18 is attached to the rotating shaft 2 by the bolt 19.
a.

The rotor 17 is made of a non-magnetic material, for example, stainless steel or another metal material, alloy, or the like. The rotor 17 has a central portion formed in a thick disk shape, and a gear-shaped cross-sectional shape (FIG. 2). A fitting hole 17a which is a through hole having the shape shown in FIG. The cross-sectional shapes (shape shown in FIG. 2B) of the fitting hole 17a and the fitting portion 18a are similar to each other.
The cross-sectional shape of “a” is slightly larger than the cross-sectional shape of the fitting portion 18a.

With such a configuration, the fitting hole 17 a of the rotor 17 is fitted in the fitting portion 18 a of the mounting member 18. In this case, the rotational force in the direction indicated by the symbol R1 in FIG. 2A (or the rotational force in the direction opposite to the symbol R1)
Is transmitted by the engagement of the respective teeth and grooves of the fitting hole 17a and the fitting portion 18a, so that the rotor 17 rotates in the same direction at the same rotational speed in conjunction with the rotation of the rotating shaft 2a.

On the other hand, the fitting hole 17a of the rotor 17 only fits in the fitting portion 18a of the mounting member 18 as shown in FIG.
(A) is not fixed in the left-right direction. For this reason, when a leftward force in FIG. 2A is applied to the rotor 17, the rotor 17 moves from right to left in FIG. 2A. For this reason, the rotor 17 shown in FIG.
When a force in the rightward direction in (A) is applied, the rotor 17 moves from left to right in FIG. That is, the rotor 17 and the mounting member 18 are
7a and the fitting portion 18a form a spline connection.

An annular shoe 15 is attached to one surface (right side in FIG. 2A) of the disk-shaped portion around the rotor 17. An annular shoe 16 is attached to another surface (the left side surface in FIG. 2A) of the disk-shaped portion around the rotor 17. Shoe 15, 1
For the attachment of 6, a bolt joint or other mechanical joints are used.

The shoe 15 is made of a non-magnetic material, for example, a material such as a composite material in which metal powder is bound by a phenol resin or the like. As a material of the shoe 16, the shoe 15
In addition to the same materials as described above, cast iron and alloys containing cast iron containing phosphorus (P), manganese (Mn), and the like can also be used. These materials have a high coefficient of friction and can be used in weather conditions (rain,
Changes in friction performance are small even when the snow changes). Therefore, it is suitable for use as a friction surface of a brake device by causing friction with another metal material or the like.

A fixed portion 25c is arranged to face the shoe 16, and an annular plate 20 is attached to the fixed portion 25c. The plate 20 is attached by bolt joining or other mechanical joining.
The material of the plate 20 is the same as that of the amateur 14. The fixed portion 25c is a portion that is immovable with respect to the rotating rotary shaft 2a. As the fixed portion 25c, a case portion of a main motor (see reference numeral 2 in FIG. 1), a part of a bogie of the railway electric car, and the like are used. And a part of the fixing part 25a may be used.

In the vicinity of the center of the plate 20, a circular cross-sectional shape (cross-sectional shape as viewed from the left-right direction in FIG. 2A)
Is formed, and a space having a circular cross-sectional shape (cross-sectional shape as viewed from the left-right direction in FIG. 2A) is formed near the center of the fixing portion 25c. These constitute the space 27, and the inner diameter of the circular cross section of the space 27 (the cross sectional shape as viewed from the left and right direction in FIG. 2A) is the thickness of the thick portion near the center of the mounting member 18. The value is larger than the outer diameter. For this reason, even if the thick part near the center of the mounting member 18 moves in the direction from right to left in FIG. 2 (A), the thick part does not hit the plate 20 or the fixing part 25c. I have.

Next, the operation of the railway vehicle brake device 1A of the first embodiment will be described with reference to FIG. In FIG. 3, the illustration of the conductors 21a and 21b, the control unit 22, and the power supply 23 is omitted.

FIG. 3 (A) shows a case in which normal running is performed without applying a brake in this railway electric car.
In this case, the brake operating device (not shown) of the driver's cab of the railway electric car is not operated, and is transmitted from the brake operating device (not shown) to the energization control unit (see reference numeral 22 in FIG. 2A). Does not output a control command. At this time, the energization control unit (see reference numeral 22 in FIG. 2A) controls, for example, a built-in open / close switch (not shown) to an on state, and connects the conductors (reference numerals 21a and 21b in FIG. 2A). DC power from the power supply (see reference numeral 23 in FIG. 2A) is supplied to the electromagnet 11 via the power supply (see FIG. 2A).

As a result, the electromagnet 11 is
The armature 14 is attracted by the magnetic force of the electromagnet 11. At this time, the helical spring 12
And 13 are compressed by the amateur 14 in the direction from left to right in FIG. In this state, the amateur 14 is separated from the shoe 15 and the shoe 16
Is also separated from the plate 20. Therefore, since the rotor 17 can rotate freely, the rotating shaft 2a of the main motor (see the reference numeral 2 in FIG. 1) moves in the direction R in FIG.
Can rotate freely to 1.

Next, the operation of the railway electric vehicle when braking is applied will be described. In this case, the brake operating device (not shown) of the driver's cab of the railway electric vehicle is operated, and the power supply control unit (FIG. 2) is operated from the brake operating device (not shown).
A brake control command signal (not shown) is output at (A) (see reference numeral 22). At this time, the energization control unit (see reference numeral 22 in FIG. 2A) controls, for example, a built-in open / close switch (not shown) to an off state, and
The energization to 1 is stopped.

As a result, the electromagnet 1
The magnetic force (attraction force) from 1 disappears, and the attraction action stops. Therefore, the helical springs 12 and 13 extend in the direction D1 from the state shown in FIG. The armature 14 moves in the direction of D1 by the movement of the helical springs 12 and 13.

By the above-described movement, the armature 14 approaches the shoe 15, and the armature 14 further moves, so that the armature 14 hits the shoe 15 and pushes the shoe 15 in the direction of D1. Since the rotor 17 provided with the shoes 15 is spline-coupled to the mounting member 18, the rotor 17 is pushed by the
Move in the direction of.

Finally, the armature 14 is pressed against the shoe 15 and the shoe 16 is pressed against the plate 20 in accordance with the movement of the armature 14. This state is the state shown in FIG. In this state, the helical springs 12 and 13 are still in a compressed state, and generate an elastic repulsive force. Therefore, a frictional action occurs between the armature 14 and the shoe 15 and a frictional action occurs between the shoe 16 and the plate 20. As a result, the rotor 17 receives the braking and stops, and accordingly, the rotation of the rotating shaft 2a of the main motor (see reference numeral 2 in FIG. 1) stops. Therefore, the rotation of the wheel shaft 5 in FIG. 1 stops, and the railway electric vehicle stops.

The reason why the non-magnetic material is used as the material of the rotor 17 and the shoe 15 is that the rotor 17 is spline-coupled to the mounting member 18 as described above, and FIG.
In (B), it is possible to move in the direction opposite to the direction D1.
When the rotor 17 or the shoe 15 is made of a magnetic material, when the electromagnet 11 is energized, the magnetic force of the armature 14 attracted and magnetized by the electromagnet 11 causes
This is to prevent the shoe 15 or the rotor 17 from being attracted to the armature 14 and braking the rotating shaft 2a.

The railcar brake device 1A of the first embodiment has the following advantages.

(A) The air piping like the conventional air brake device is not required, the structure of the vehicle is simplified, and the design, manufacture and repair of the railway vehicle are facilitated.

(B) Since there are no air compressors, pipes and valves, brake cylinders, etc., the weight of the vehicle is considerably reduced, and the speed of the train can be increased.

(C) In the event of an emergency or the like, when the power supply to the railway vehicle is stopped, the power supply to the electromagnet 11 is also stopped. Can meet the principle of safe.

(D) When the train stops at the station, when the vehicle is parked, etc.,
When the power supply to the electromagnet 11 is stopped, a brake is applied (braking), and the railway vehicle is fixed at the stop position, and rolling of the railway vehicle can be prevented.

The railcar brake device 1A according to the first embodiment has been described as having two helical springs (reference numerals 12 and 13) for convenience of explanation.
More springs may be provided near the outer periphery of the main body 10, and the number of springs may be three or more.

In the first embodiment, the shoe 1
5 or shoe 16 corresponds to a member to be braked. When the member to be braked is the shoe 15, the direction D1 is
This corresponds to the first direction. The braked member is the shoe 1
In the case of 6, the direction opposite to the direction D1 corresponds to the first direction. When the member to be braked is the shoe 15, the direction opposite to the direction D1 corresponds to the second direction. When the member to be braked is the shoe 16, the direction D1 corresponds to the second direction. Further, the armature 14 or the plate 20 corresponds to a braking unit. Also amateur 1
4 corresponds to a magnetic member. The helical springs 12 and 13 correspond to a spring member and a biasing unit. Further, the rotor 17 corresponds to a first disk member. Further, the shoe 15 or the shoe 16 corresponds to a friction member.

(2) Second Embodiment The present invention can be realized by other configurations. FIG.
FIG. 4 is a view showing a configuration and an operation of a second embodiment of the railway vehicle brake device according to the present invention.

As shown in FIGS. 4A and 4B, the brake device 1B for a railway vehicle according to the second embodiment is provided near the tread surface 4a of the wheel 4 of the railway electric vehicle (see FIGS. 1 and 4). Installed. The tread surface 4a is a wheel 4 that contacts the upper surface of the rail.
In terms of

The brake device 1B for a railway vehicle is shown in FIG.
As shown in (A) and (B), it is configured to include an electromagnet 31 housed in a main body 30, a helical spring 32, an armature 34, a connecting member 36, a shoe seat member 37, and a shoe 35. I have. Although not shown, the railway vehicle brake device 1B includes a conductor (see 21a and 21b in FIG. 2A) having the same configuration and operation as the railway vehicle brake device 1A, and a power supply. (See 23 in FIG. 2A) and an energization control unit (see 22 in FIG. 2A).

The main body 30 is a member for accommodating the electromagnet 31 and the helical spring 32, and is provided on one side of the main body 30 (FIG. 4).
4 (A) is fixed to a fixed portion 38a which is a portion that is immovable with respect to the wheel 4 rotating in the direction of R2 in FIG. 4 (A). As the fixing part 38a, a part of a bogie of the railway electric car or the like is used.

The other side surface (left side surface in FIG. 4A) of the main body 30 is formed with an electromagnet accommodating concave portion 30a which is a concave portion.
Is stored. Further, the other side surface of the main body 30 (FIG. 4)
On the left side in (A)), a cylindrical, blind-hole-shaped spring receiving recess 30b is formed, and a helical spring 32 is housed inside the spring receiving recess 30b.

The electromagnet 31 has a spirally wound coil (not shown). This coil is made of a wire made of the same material as the coil of the electromagnet 11 in the first embodiment. A conductor (not shown) is connected to this coil.
(Refer to 21a and 21b in FIG. 2A), and the conductor is connected to a power supply (not illustrated) through an energization control unit (not illustrated; see 22 in FIG. 2A).
(See 23 in (A)).

The helical spring 32 is made of the same material as the helical springs 12 and 13 in the first embodiment, and is formed in a coil shape (spiral shape). When a compressive force is applied in the longitudinal direction, the helical spring 32 contracts in proportion to the compressive force.
It is. The length of the helical spring 32 in a state where no compression force is applied is longer than the length from the opening end to the bottom of the spring accommodating recess 30b, and the helical spring 3 shown in FIG.
It is longer than the length of state 2. Therefore, in the state of FIG. 4A, the helical spring 32 is in a compressed state.

In the inner bottom of the spring accommodating recess 30b,
One end (the right end in FIG. 4A) of the helical spring 32 is attached. The amateur 34 is a member made of a magnetic material such as forged steel and formed in a plate shape, a block shape, or the like.
At a location on one side of the amateur 34 (the right side in FIG. 4A), the other end of the spiral spring 32 (FIG. 4A)
On the left).

The other side of the amateur 34 (FIG. 4)
One end of the connecting member 36 (the right end in FIG. 4A) is attached to the left side surface in FIG. The connecting member 36 is a rod-shaped member and is housed inside the guide space 39. The guide space 39 is an annular space formed such that the fixed portion 38b, which is a portion that is immovable with respect to the rotating wheel 4, serves as an inner wall. As the fixing portion 38b, a part of a bogie of the railway electric vehicle is used, and a part of the fixing portion 38a may be used. Due to the inner wall surface of the fixing portion 38b, the armature 34 is configured to be movable only in the left-right direction in FIG.

A shoe seat member 37 is attached to the other end (the left end in FIG. 4A) of the connecting member 36.
The shoe 35 is attached to the shoe seat member 37. For mounting the shoe 35, bolt bonding, other mechanical bonding, or the like is used.

The shoe 35 is made of the same material as the shoe 16 in the first embodiment, has a concave surface opposite to the tread surface 4a of the wheel 4, and has a configuration capable of closely adhering to the tread surface 4a of the wheel 4. I have.

Next, the operation of the railway vehicle brake device 1B of the second embodiment will be described with reference to FIG. FIG.
(A) shows a case in which normal running is performed without applying braking in this railway electric vehicle. In this case, the brake operating device (not shown) of the driver's cab of the railway electric car is not operated, and the brake operating device (not shown) is used to control the energization control unit (not shown; reference numeral 22 in FIG. 2A). ) Is not output. At this time, an energization control unit (not shown; see reference numeral 22 in FIG. 2A) controls, for example, a built-in open / close switch (not shown) to an ON state, and conducts a conductor (not shown; FIG. (See reference numerals 21a and 21b in A).)
A DC current from a power supply (see reference numeral 23 in FIG. 2A) is supplied to the electromagnet 31 via the.

Thus, the electromagnet 31 is connected to the amateur 34
The armature 34 is attracted by the magnetic force of the electromagnet 31. At this time, the helical spring 32
Is compressed by the amateur 34 in the direction from left to right in FIG. In this state, amateur 34
The connection member 36, the shoe seat member 37, and the shoe 35 are moving in the direction from left to right in FIG. 4A in accordance with the movement of the shoe 4, and the shoe 35 is separated from the tread surface 4a of the wheel 4. . Therefore, the wheel 4 can freely rotate in the direction R2 in FIG.

Next, the operation of the electric railway vehicle when braking is applied will be described. In this case, a brake operating device (not shown) of the driver's cab of the railway electric car is operated, and an energization control unit (not shown) is transmitted from the brake operating device (not shown) to the reference numeral 22 in FIG. ), A brake control command signal (not shown) is output. At this time, the power supply control unit (not shown; see reference numeral 22 in FIG. 2A)
Controls, for example, a built-in open / close switch (not shown) to an off state, and the energization to the electromagnet 31 is stopped.

Thus, the electromagnet 3
The magnetic force (attraction force) from 1 disappears, and the attraction action stops. For this reason, due to the elastic repulsive force of the helical spring 32, the helical spring 32 extends in the direction D2 from the state shown in FIG. The armature spring 32 moves the armature 34
Moves in the direction of D2.

With the above movement, the shoe 35 is pushed in the direction of D2. Finally, the shoe 35 is pressed against the tread surface 4 a of the wheel 4 in accordance with the movement of the amateur 34.
This state is the state shown in FIG. In this state, the helical spring 32 is still compressed and generates an elastic repulsion. Therefore, the shoe 35 and the tread 4
The frictional action occurs between a. As a result, the wheels 4 receive braking and stop rotating, and the railway electric vehicle stops.

The brake device 1 for a railway vehicle according to the second embodiment
B has the following advantages in addition to the above advantages (a) to (d) of the first embodiment.

(E) It can be replaced with a brake cylinder in a conventional air brake device, and changes in the vehicle structure are minor. Further, it is possible to use the brake brake shoe conventionally used as it is.

In the second embodiment described above, the wheels 4
Corresponds to a member to be braked. Also, the tread 4 of the wheel 4
a corresponds to the surface to be braked. The direction D2 corresponds to the first direction. The direction opposite to the direction D2 corresponds to the second direction. Further, the shoe 35 corresponds to a braking unit. The armature 34 corresponds to a magnetic member. The helical spring 32 corresponds to a spring member and a biasing unit.

(3) Third Embodiment The present invention can be realized by other configurations. FIG.
FIG. 4 is a view showing a configuration and an operation of a third embodiment of a railway vehicle brake device according to the present invention.

As shown in FIGS. 5A and 5B, the brake device 1C for a railway vehicle according to the third embodiment is mounted near the inner side surface 4b of the wheel 4 of the railway electric vehicle.

The railway vehicle brake device 1C is shown in FIG.
As shown in (A) and (B), the main body 40 includes an electromagnet 41, a helical spring 42, an armature 44, a connecting member 46, a plate 47, and a shoe 45. Although not shown, the railway vehicle brake device 1C includes a conductor (see 21a and 21b in FIG. 2A) having the same configuration and operation as the railway vehicle brake device 1A, and a power supply. (See 23 in FIG. 2A) and the energization control unit (2 in FIG. 2A).
2).

The brake device 1C for a railway vehicle according to the third embodiment has a point that the shoe 45 is attached to the inner side surface 4b of the wheel 4 of the railway electric vehicle and the other end of the connecting member 46 (see FIG. 5A). Except that the plate 47 is attached to the left end (the left end) and rubs against the shoe 45, it has the same configuration and operation as the railway vehicle brake device 1B of the second embodiment.

The brake device 1 for a railway vehicle according to the third embodiment
In C, the main body 40 has the same configuration and operation as the main body 30 in the railway vehicle brake device 1B of the second embodiment, and the electromagnet housing recess 40a corresponds to the electromagnet housing recess 30a, and the spring housing recess 40b corresponds to the spring accommodating recess 30b. The electromagnet 41 is the electromagnet 31
It has the same configuration and operation as described above. In addition, helical spring 4
2 has the same configuration and operation as the helical spring 32.
The armature 44 has the same configuration and operation as the armature 34. The connecting member 46 is connected to the connecting member 3.
6 has the same configuration and operation. Also, the fixing part 4
8a is a fixed part 38a, and a fixed part 48b is a fixed part 38b.
The guide space 49 has the same configuration and operation as the guide space 39.

A plate 47 is attached to the other end (left end in FIG. 5A) of the connecting member 46. The material of the plate 47 is the same as that of the plate 20.
The attachment of the plate 47 employs bolt joining or other mechanical joining.

The shoe 45 is made of the same material as the shoe 16 in the first embodiment, and is formed in an annular shape.
For mounting the shoe 45, bolt bonding, other mechanical bonding, or the like is used.

Next, the operation of the railway vehicle brake device 1C according to the third embodiment will be described with reference to FIG. FIG.
(A) shows a case in which normal running is performed without applying braking in this railway electric vehicle. In this case, the brake operating device (not shown) of the driver's cab of the railway electric car is not operated, and the brake operating device (not shown) is used to control the energization control unit (not shown; reference numeral 22 in FIG. 2A). ) Is not output. At this time, an energization control unit (not shown; see reference numeral 22 in FIG. 2A) controls, for example, a built-in open / close switch (not shown) to an ON state, and conducts a conductor (not shown; FIG. (See reference numerals 21a and 21b in A).)
A DC current from a power supply (see reference numeral 23 in FIG. 2A) is supplied to the electromagnet 41 via.

As a result, the electromagnet 41 is
The armature 44 is attracted by the magnetic force of the electromagnet 41. At this time, the helical spring 42
Is compressed by the amateur 44 in the direction from left to right in FIG. In this state, amateur 44
The connection member 46 and the plate 47 are moved according to the movement of FIG.
The plate 47 is moving in the direction from left to right in FIG. Accordingly, the wheel shaft 5 can freely rotate in the direction R3 in FIG.

Next, the operation of the electric railway car when braking is applied will be described. In this case, a brake operating device (not shown) of the driver's cab of the railway electric car is operated, and an energization control unit (not shown) is transmitted from the brake operating device (not shown) to the reference numeral 22 in FIG. ), A brake control command signal (not shown) is output. At this time, the power supply control unit (not shown; see reference numeral 22 in FIG. 2A)
Controls, for example, a built-in open / close switch (not shown) to an off state, and the energization to the electromagnet 41 is stopped.

As a result, the electromagnet 4
The magnetic force (attraction force) from 1 disappears, and the attraction action stops. For this reason, due to the elastic repulsive force of the helical spring 42, the helical spring 42 extends in the direction D3 from the state illustrated in FIG. The movement of the helical spring 42 causes the amateur 44
Moves in the direction of D3.

By the above-described movement, the plate 47 is moved to D3.
Is pushed in the direction of. Finally, the plate 47 is pressed against the shoe 45 according to the movement of the amateur 44. This state is the state shown in FIG. In this state,
The helical spring 42 is still in a compressed state and generates an elastic repulsive force. Therefore, the plate 47 and the shoe 4
Between 5 the friction action occurs. As a result, the wheels 4 are braked, the rotation of the wheel shafts 5 is stopped, and the railway electric vehicle is stopped.

In the third embodiment, the braking is performed by the shoe 45 and the plate 47 provided on the inner side surface 4b of the wheel 4. However, the braking is performed by the shoe and the plate provided on the outer side surface 4c of the wheel 4. It may be configured to do so. Alternatively, the inner side surface 4b and the outer side surface 4c of the wheel 4
May be provided so that braking is performed by these shoes and the plate. In this case, the device shown in FIG. 5 may be provided on the inner side surface 4b of the wheel 4 and on the outer side surface 4c.

Brake device 1 for railway vehicle of the third embodiment
C has the same advantages as the above embodiments.

In the third embodiment, the shoe 4
5 corresponds to a member to be braked. The direction D3 is
This corresponds to the first direction. The direction opposite to the direction D3 is
This corresponds to the second direction. Further, the plate 47 corresponds to a braking unit. The armature 44 corresponds to a magnetic member. Further, the helical spring 42 corresponds to a spring member and a biasing unit. Further, the shoe 45 corresponds to an annular member.

(4) Fourth Embodiment The present invention can be realized by other configurations. FIG.
FIG. 7 is a view showing a configuration and an operation of a fourth embodiment of a railway vehicle brake device according to the present invention.

As shown in FIG. 6, a brake device 1D for a railway vehicle according to the fourth embodiment is mounted near a rotor 57 provided on a railway electric vehicle. The rotor 57 may be attached to a rotating shaft (see 2a in FIG. 1) of the main motor (see 2 in FIG. 1). Further, the rotor 57 is a rotary shaft of the main motor (see 2a in FIG. 1).
It may be attached to another shaft that rotates in conjunction with the shaft. Alternatively, the rotor 57 may be mounted on a wheel axle (see 5 in FIG. 1).

As shown in FIG. 6, the railcar brake device 1D includes an electromagnet 51 attached to the main body 50, helical springs 52 and 53, an armature 54, an armature interlocking member 54a, a link mechanism 58, The shoes 55 and 56, the shoe seat members 55a and 56a, and the pin 55
b and 56b. The link mechanism 58 includes link members 58a to 58d and pins 59a to
59d.

Although not shown, the railcar brake device 1D has the same configuration and operation as the railcar brake device 1A (see 21a and 21b in FIG. 2A). , A power supply (see 23 in FIG. 2A), and a power supply control unit (2 in FIG. 2A).
2).

The main body 50 is fixed to a fixed portion which is a portion that is immovable with respect to the rotor 57 rotating in the direction of R4 in FIG. As the fixed part, a part of a bogie of the railway electric car is used.

The electromagnet 51 has a spirally wound coil (not shown). This coil is made of a wire made of the same material as the coil of the electromagnet 11 in the first embodiment. The electromagnet 51 is attached to an electromagnet attachment portion 50a of the main body 50. The electromagnet mounting portion 50a is a portion that is immovable with respect to the rotating rotor 57. As the electromagnet mounting portion 50a, a part of a bogie of the railway electric vehicle may be used. A conductor (not shown) is connected to the coil of the electromagnet 51 (see 21a and 2a in FIG.
1b), and the conductor is connected to a power supply (not shown) (see 23 in FIG. 2 (A)) via an energization control unit (not shown; see 22 in FIG. 2 (A)). It is connected.

The armature 54 is a member made of a magnetic material such as forged steel and formed in a plate shape, a block shape, or the like. One end (the upper end in FIG. 6) of the amateur interlocking member 54a is attached to a place where one surface (the lower surface in FIG. 6) of the amateur 64 is present.

The amateur interlocking member 54a is a rod-shaped member and is housed inside the guide space 50c. The guide space 50c is an annular space formed such that the fixed portion 50b, which is a portion immovable with respect to the rotating rotor 57, becomes an inner wall. As the fixing portion 50b, a part of a bogie of the railway electric vehicle or the like may be used. Due to the inner wall surface of the fixed portion 50b, the amateur interlocking member 54a is configured to be movable only in the vertical direction in FIG.

Further, one end (the upper end in FIG. 6) of the link member 58a is rotatably attached to the other end (the lower end in FIG. 6) of the amateur interlocking member 54a via the pin 59a. One end (the upper end in FIG. 6) of the link member 58b is rotatably mounted via the link member 58b. Thereby, the link member 5
The link member 8a and the link member 58b are configured to be connected to the pin 59a in a V-shape.

The link member 58a is a rod-shaped member, and the other end (lower end in FIG. 6) of the link member 58a is connected to one end (FIG. 6) of the link member 58c via a pin 59b.
(Upper end in the figure) is rotatably attached. The link member 58c is a member having a substantially “J” shape, and an intermediate position of the link member 58c is a pin 59
It is rotatably attached to the link support portion 50d of the main body 50 via the link d. The link support 50d is a part that is immovable with respect to the rotating rotor 57, and a part of the bogie of the railway electric vehicle may be used as the link support 50d.

The link member 58b is a rod-shaped member, and the other end (lower end in FIG. 6) of the link member 58b is connected to one end (FIG. 6) of the link member 58d via a pin 59c.
(Upper end in the figure) is rotatably attached. The link member 58d is a member having a substantially “J” shape, and an intermediate position of the link member 58d is a pin 59
It is rotatably attached to the link support portion 50d of the main body 50 via the link d. Thereby, the link member 5
8c and the link member 58d are configured to intersect in an X-shape at the position of the pin 59d.

The other end (the lower end in FIG. 6) of the link member 58c is connected to the shoe seat member 55 via a pin 55b.
a is rotatably attached. The shoe 55 is attached to the shoe seat member 55a.
Is a position facing one side surface (the left side surface in FIG. 6) of the rotor 57. The shoe 55 is made of the same material as the shoe 16 in the first embodiment.
The bolt 5 and other mechanical joints are used for the attachment of 5.

The other end (the lower end in FIG. 6) of the link member 58d is connected to the shoe seat member 56 via a pin 56b.
a is rotatably attached. The shoe 56 is attached to the shoe seat member 56a.
Is a position facing one side surface (the right side surface in FIG. 6) of the rotor 57. The shoe 56 is made of the same material as the shoe 16 in the first embodiment.
For the attachment of 6, a bolt joint or other mechanical joints are used.

The spiral springs 52 and 53 are made of the same material as the spiral springs 12 and 13 in the first embodiment, and are formed in a coil shape (spiral shape). The helical spring 52 is a “compression spring” that contracts in proportion to the compression force when a compression force is applied in the longitudinal direction. The length of the helical spring 52 when no compression force is applied is longer than the length of the helical spring 52 in FIG. Therefore, in the state of FIG. 6, the helical spring 52 is in a compressed state. The same applies to the spiral spring 53.

The helical spring 52 is connected to the spring mounting portion 5 of the main body 50.
0e. The spring attachment portion 50e is a portion that is immovable with respect to the rotating rotor 57. As the spring attachment portion 50e, a part of a bogie of the railway electric vehicle or the like may be used. The helical spring 53 is attached to a spring attachment portion 50f of the main body 50. Spring mounting part 50f
Is a portion that is immovable with respect to the rotating rotor 57, and a part of the bogie of the railway electric vehicle or the like may be used as the spring mounting portion 50f.

Next, the operation of the brake device 1D for a railway vehicle according to the fourth embodiment will be described with reference to FIG. First,
When normal running is performed without applying a brake in the railway electric vehicle, the brake operating device (not shown) of the cab of the railway electric vehicle is not operated, and power is supplied from the brake operating device (not shown). Control unit (not shown; reference numeral 22 in FIG. 2A)
) Is not output. At this time,
Energization control unit (not shown; see reference numeral 22 in FIG. 2A)
Controls, for example, a built-in open / close switch (not shown) to an on state, and conducts a lead wire (not shown; reference numeral 21 in FIG.
a, 21b) via a power supply (reference numeral 2 in FIG. 2A).
3) is supplied to the electromagnet 51.

As a result, the electromagnet 51 is
The armature 54 is attracted by the magnetic force of the electromagnet 51. At this time, the amateur interlocking member 54a moves in the direction from the top to the bottom in FIG. 6 (the direction opposite to D4 in FIG. 6), and this movement is
8, the link member 58c and the link member 58d move so as to be separated from the rotor 57 to the left and right in FIG. The movement of the link member 58c compresses the helical spring 52 in a direction from left to right in FIG. The movement of the link member 58d compresses the helical spring 53 in a direction from left to right in FIG. Thereby, the shoe 55 is separated from one side surface (the left side surface in FIG. 6) of the rotor 57, and the shoe 56 is separated from the other side surface (the right side surface in FIG. 6) of the rotor 57.
Away from Therefore, rotor 57 is
Can be freely rotated in the direction R4.

Next, the operation of the railway electric car when braking is applied will be described. In this case, a brake operating device (not shown) of the driver's cab of the railway electric car is operated, and an energization control unit (not shown) is transmitted from the brake operating device (not shown) to the reference numeral 22 in FIG. ), A brake control command signal (not shown) is output. At this time, the power supply control unit (not shown; see reference numeral 22 in FIG. 2A)
Controls, for example, a built-in open / close switch (not shown) to an off state, and the energization to the electromagnet 51 is stopped.

As a result, the electromagnet 5
The magnetic force (attraction force) from 1 disappears, and the attraction action stops. For this reason, due to the elastic repulsion of the helical spring 52, the helical spring 52 extends in the direction D5 from the state shown in FIG.
Further, the elastic repulsive force of the helical spring 53 causes
Extends in the direction D6 from the state shown in FIG. The movement of the armature springs 52 and 53 causes
4a moves in the direction of D4.

Also, due to the elastic repulsion of the helical spring 52,
The link member 58c moves so as to approach the rotor 57 about the fulcrum pin 59d as the rotation center, and the shoe 55 is pushed in the direction of D5. Finally, the shoe 55 is pressed against one side surface (the left side surface in FIG. 6) of the rotor 57. At the same time, due to the elastic repulsive force of the helical spring 53, the link member 58d moves so as to approach the rotor 57 around the fulcrum pin 59d as the center of rotation, and the shoe 56 is pushed in the direction of D6. Eventually, the shoe 56 becomes the rotor 57
Is pressed against the other side surface (the right side surface in FIG. 6).

In this state, the helical springs 52 and 53 are
It is still in a compressed state and generates an elastic repulsion. For this reason, a frictional action occurs between the shoe 55 and one side face (the left side face in FIG. 6) of the rotor 57, and a frictional action occurs between the shoe 56 and the other side face (the right side face in FIG. 6). Occurs. As a result, the rotor 57 receives the braking and stops rotating, and accordingly, the railway electric vehicle stops.

In the fourth embodiment, the braking is performed by the rotor and the shoe. However, the object sandwiched by the shoe may be a wheel, and the braking may be performed by the shoe. Further, the shoes 55 and 56 may be attached to the rotor side. In this case, the shoe seat member 55a,
It is sufficient that two plate members are used instead of 56a, and a frictional action is performed between the plate member and the shoe.

The brake device 1 for a railway vehicle according to the fourth embodiment
D has the following advantages in addition to the advantages of the above embodiments.

(F) By using the attraction of one electromagnet as a driving force, braking can be performed by sandwiching both surfaces of the rotor and wheels by the action of the link mechanism.

In the fourth embodiment, the rotor 5
7 corresponds to a member to be braked. Further, the shoe 55 or the shoe 56 corresponds to a braking unit. When the braking means is the shoe 55, the direction D5 corresponds to the first direction. When the braking means is the shoe 56, the direction D6 corresponds to the first direction. When the braking means is the shoe 55, the direction opposite to the direction D5 corresponds to the second direction. When the braking means is the shoe 56, the direction opposite to the direction D6 corresponds to the second direction. The armature 54 corresponds to a magnetic member. When the braking means is the shoe 55, the helical spring 52 corresponds to a spring member and an urging means. Also,
When the braking means is the shoe 56, the helical spring 53 corresponds to a spring member and an urging means. Also, the rotor 57
Corresponds to the first disk member or the second disk member.

(5) Fifth Embodiment The present invention can be realized by other configurations. FIG.
FIG. 9 is a view showing the configuration and operation of a fifth embodiment of the railway vehicle brake device according to the present invention.

As shown in FIGS. 7A and 7B, the brake device 1E for a railway vehicle according to the fifth embodiment is provided near the tread surface 4a of the wheel 4 of the railway electric vehicle (see FIGS. 1 and 4). Installed.

The railway vehicle brake device 1E is shown in FIG.
As shown in (A) and (B), an electromagnet 61 housed in a main body 60, helical springs 62 and 63, and an amateur 64
, Connecting member 66, shoe seat member 67, shoe 65
It is provided with. Although not shown,
The railway vehicle brake device 1E has a lead wire (FIG. 2) having the same configuration and operation as those of the railway vehicle brake device 1A.
2A), a power supply (see 23 in FIG. 2A), and an energization controller (FIG. 2A).
(See 22 in (A)).

The brake device 1E for a railway vehicle according to the fifth embodiment uses helical springs 62 and 63 of another configuration instead of the helical spring 32, and the helical springs 62 and 63 are mounted on the opposite side of the armature 64. Except for this point, it has the same configuration and operation as the railway vehicle brake device 1B of the second embodiment.

The brake device 1 for a railway vehicle according to the fifth embodiment.
In E, the electromagnet 61 has the same configuration and operation as the electromagnet 31 in the railway vehicle brake device 1B of the second embodiment. Further, the armature 64 has the same configuration and operation as the armature 34. The connecting member 66 has the same configuration and operation as the connecting member 36. Further, the shoe seat member 67 has the same configuration and operation as the shoe seat member 37. The shoe 65 has the same configuration and operation as the shoe 35. Further, the fixing portion 68a includes a fixing portion 38a and fixing portions 68b1 and 68b.
b2 is the fixed portion 38b, and the guide space 69 is the guide space 3
9 has the same configuration and operation.

The main body 60 is a member for accommodating the electromagnet 61, and one side surface (the right side surface in FIG. 7A) of the main body 60 corresponds to the wheel 4 rotating in the direction of R5 in FIG. 7A. It is fixed to a fixed part 68a which is an immovable part. As the fixing portion 68a, a part of a bogie of the railway electric car or the like is used.

The other side surface (left side surface in FIG. 7A) of the main body 60 is formed with an electromagnet accommodating concave portion 60a which is a concave portion.
Is stored.

In FIG. 4, one end of the spiral spring 62 is located at a position on the side of the armature 64 opposite to the surface of the armature 34 to which the spiral spring 32 is attached (the left side in FIG. 7A). (Right end in FIG. 7A)
Is attached, and one end (the right end in FIG. 7A) of the helical spring 63 is attached to other locations. Also,
The other end (the left end in FIG. 7A) of the helical spring 62 is attached to a position on the side surface (the right side surface in FIG. 7A) of the fixing portion 68b1, and the side surface of the fixing portion 68b2 (FIG. 7A).
The right side of FIG.
(The left end in FIG. 7A) is attached.

The helical springs 62 and 63 are made of the same material as the helical springs 12 and 13 in the first embodiment, and are formed in a coil shape (spiral shape). Spring springs 62 and 6
Reference numeral 3 denotes a “tension spring” that expands in proportion to the tensile force when a tensile force is applied in the longitudinal direction. The length of the helical springs 62 and 63 in a state where no tensile force is applied is shorter than the length in FIG. 7B described later. Therefore, FIG.
In the state (A), the helical springs 62 and 63 are in a tensioned state.

Next, the operation of the brake device 1E for a railway vehicle according to the fifth embodiment will be described with reference to FIG. FIG.
(A) shows a case in which normal running is performed without applying braking in this railway electric vehicle. In this case, the brake operating device (not shown) of the driver's cab of the railway electric car is not operated, and the brake operating device (not shown) is used to control the energization control unit (not shown; reference numeral 22 in FIG. 2A). ) Is not output. At this time, an energization control unit (not shown; see reference numeral 22 in FIG. 2A) controls, for example, a built-in open / close switch (not shown) to an ON state, and conducts a conductor (not shown; FIG. (See reference numerals 21a and 21b in A).)
A DC current from a power supply (see reference numeral 23 in FIG. 2A) is supplied to the electromagnet 61 via the.

As a result, the electromagnet 61 is
The armature 64 is attracted by the magnetic force of the electromagnet 61. At this time, the helical spring 62
And 63 are pulled by the amateur 64 in the direction from left to right in FIG. In this state, the connection member 66 and the shoe seat member 6
7. The shoe 65 is moving in the direction from left to right in FIG. 7A, and the shoe 65 is separated from the tread surface 4a of the wheel 4. Therefore, the wheel 4 can freely rotate in the direction R5 in FIG.

Next, the operation of the electric railway car when braking is applied will be described. In this case, a brake operating device (not shown) of the driver's cab of the railway electric car is operated, and an energization control unit (not shown) is transmitted from the brake operating device (not shown) to the reference numeral 22 in FIG. ), A brake control command signal (not shown) is output. At this time, the power supply control unit (not shown; see reference numeral 22 in FIG. 2A)
Controls the built-in open / close switch (not shown) to be in an off state, for example, and the energization to the electromagnet 61 is stopped.

As a result, the electromagnet 6
The magnetic force (attraction force) from 1 disappears, and the attraction action stops. For this reason, due to the elastic repulsion of the spiral springs 62 and 63, the spiral springs 62 and 63 contract in the direction D7 from the state shown in FIG. The armature springs 62 and 63 move the armature 64 in the direction of D7.

With the above movement, the shoe 65 is pushed in the direction of D7. Finally, the shoe 65 is pressed against the tread surface 4 a of the wheel 4 in accordance with the movement of the amateur 64.
This state is the state shown in FIG. In this state, the helical springs 62 and 63 are still in a tensioned state, and generate an elastic repulsive force. Therefore, the shoe 65
And a tread surface 4a produces a frictional action. As a result, the wheels 4 receive braking and stop rotating, and the railway electric vehicle stops.

As shown in the fifth embodiment, the present invention can be realized by disposing a tension spring at an opposite position instead of the compression spring in the second embodiment.
Therefore, the configuration in which the tension spring is disposed at the opposite position instead of the compression spring can be applied to the above-described first, third, and fourth embodiments.

Brake device 1 for railway vehicle of the fifth embodiment
E has the same advantages as the above embodiments.

In the fifth embodiment, the wheel 4
Corresponds to a member to be braked. Also, the tread 4 of the wheel 4
a corresponds to the surface to be braked. The direction D7 corresponds to the first direction. The direction opposite to the direction D7 corresponds to the second direction. The shoe 65 corresponds to a braking unit. The armature 64 corresponds to a magnetic member. The helical springs 62 and 63 correspond to spring members and biasing means.

The present invention is not limited to the above embodiments. Each of the above embodiments is an exemplification, has substantially the same configuration as the technical idea described in the claims of the present invention, and has the same function and effect,
Anything is included in the technical scope of the present invention.

For example, in each of the above embodiments,
As a railway vehicle equipped with a brake device, a railway electric vehicle has been described as an example, but the present invention is not limited to this.
Other railway vehicles, for example, diesel vehicles such as railcars and diesel locomotives, passenger cars, freight cars, and the like may be used.

In each of the above-described embodiments, a normal electromagnet (normal electromagnet) has been described as an example of the electromagnet. However, the present invention is not limited to this, and other electromagnets such as superconducting magnets may be used. An electromagnet may be used. When a superconducting electromagnet is used as the electromagnet, the coil is made of a superconducting material, and the coil is stored in a heat-insulating container containing a cooling medium such as liquid helium or liquid nitrogen to be in a superconducting state.

In each of the above embodiments, the direction in which the electromagnet attracts the magnetic member is opposite to the first direction (first, second, third, and fifth embodiments), and the electromagnet attracts the magnetic member. Although the example in which the direction is the direction perpendicular to the first direction has been described (fourth embodiment), the present invention is not limited to this, and may have another configuration. For example, there is a configuration in which the direction in which the electromagnet attracts the magnetic member is inclined at a certain angle with respect to the first direction. In such a case, a configuration may be adopted in which the movement of the electromagnet attracting the magnetic member is changed in direction and transmitted by a known link mechanism, cam mechanism, gear mechanism, or an appropriate combination thereof.

In each of the above embodiments, a coiled (spiral) helical spring has been described as an example of the spring member. However, the present invention is not limited to this.
A spring member having another configuration, for example, a leaf spring, a disc spring, a mainspring-like spring, a bamboo shoot-like spring, or the like may be used. In short, any spring member that utilizes the elastic repulsion of the elastic body may be used.

Further, in the first embodiment described above,
The configuration using the case portion of the main motor 2 has been described as an example of the fixing portion 25a, but the present invention is not limited to this, and other configurations, for example, without using the fixing portion 25a, The case portion of the main motor 2 may be configured integrally.

[0131]

As described above, according to the present invention,
Since the railcar is configured to be braked by utilizing the attraction force of the electromagnet and the action of the urging means having the spring member, the following advantages are provided.

[0132] The air piping such as the conventional air brake device is not required, the vehicle structure is simplified, and the design, manufacture and repair of the railway vehicle are facilitated.

Since there are no air compressors, pipes and valves, brake cylinders, etc., the weight of the vehicle is considerably reduced and the speed of the train can be increased.

When the power supply to the railway vehicle is stopped in an emergency or the like, the power supply to the electromagnet is also stopped, so that the brake is automatically applied (braking). Can be satisfied.

When the power supply to the electromagnet is stopped when the train stops at a station or when the vehicle is parked, the brake is applied (braking), and the railway vehicle is fixed at the stop position to prevent rolling of the railway vehicle. be able to.

It is possible to replace the brake cylinder in the conventional air brake device, and the change in the vehicle structure is minor. Further, it is possible to use the brake brake shoe conventionally used as it is.

The attraction of one electromagnet is used as a driving force,
By the action of the link mechanism, braking can be performed by sandwiching both surfaces of the rotor and the wheels.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a first embodiment of a railway vehicle brake device according to the present invention.

FIG. 2 is a diagram showing a detailed configuration of the railway vehicle brake device shown in FIG. 1;

FIG. 3 is a diagram illustrating the operation of the railway vehicle brake device shown in FIG. 1;

FIG. 4 is a diagram showing a configuration and an operation of a second embodiment of a railway vehicle brake device according to the present invention.

FIG. 5 is a view showing a configuration and an operation of a third embodiment of a railway vehicle brake device according to the present invention.

FIG. 6 is a view showing a configuration and an operation of a fourth embodiment of a railway vehicle brake device according to the present invention.

FIG. 7 is a diagram showing a configuration and an operation of a fifth embodiment of a railway vehicle brake device according to the present invention.

[Explanation of symbols]

 Reference Signs List 1A to 1E Railcar brake device 2 Main motor 2a Rotary shaft 2b Bolt hole 3 Gear device 4 Wheel 4a Tread surface 4b Internal side surface 4c External side surface 5 Wheel shaft 10 Main body 10a Electromagnet accommodating recess 10b, 10c Spring accommodating recess 11 Electromagnet 12, 13 Wound spring 14 Amateur 15, 16 Shoe 17 Rotor 17 a Fitting hole 18 Mounting member 18 a Fitting part 18 b Bolt hole 19 Bolt 20 Plate 21 a, 20 b Conducting wire 22 Current control part 23 Power supply 25 a to 25 c Fixed part 26 Guide space 27 Space 30 Main body 30a Electromagnet accommodating concave portion 30b Spring accommodating concave portion 31 Electromagnet 32 String spring 34 Amateur 35 Shoe 36 Connecting member 37 Shoe seat member 38a, 38b Fixing portion 39 Guide space 40 Main body 40a Electromagnet accommodating concave portion 40b Spring accommodating concave portion 41 Electromagnet 2 helical spring 44 amateur 45 shoe 46 connecting member 47 plate 48a, 48b fixing portion 49 guide space 50 main body 50a electromagnet mounting portion 50b fixing portion 50c guide space 50d link support portion 50e, 50f spring mounting portion 51 electromagnet 52, 53 wrapping spring 54 Amateur 54a Amateur interlocking member 55 Shoe 55a Shoe seat member 55b Pin 56 Shoe 56a Shoe seat member 56b Pin 57 Rotor 58 Link mechanism 58a to 58d Link member 59a to 59f Pin 60 Main body 60a Electromagnet accommodating recess 61 Electromagnet 62, 63 String wound spring 64 Amateur 65 shoe 66 connecting member 67 shoe seat member 68a, 68b1, 68b2 fixing portion 69 guide space D1-D7 moving direction R1-R5 rotating direction

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Seigo Uchida 2-8-8 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Masahiro Murase 100 Taketakehanacho, Ise-shi, Mie Prefecture Shinko Electric F term in Ise Office Co., Ltd. (reference) 3D048 BB02 CC65 HH58 QQ07 QQ11 3J058 AA43 AA48 AA53 AA58 AA69 AA78 AA88 BA12 CC07 CC13 CC72 CC77 FA21

Claims (7)

[Claims] 1. A railcar brake device for performing braking including deceleration or stop of a running railroad vehicle, wherein the braked member rotates when the railroad vehicle runs and approaches the braked member. A braking member configured to be movable in one of a first direction that is a direction and a second direction that is separated from the member to be braked; a magnetic member made of a magnetic material and attached to the braking member; An electromagnet capable of attracting the magnetic member, and an urging means having a spring member for urging the braking means in the first direction. When the braking is performed, the power supply to the electromagnet is stopped. The suction of the magnetic member is stopped, the braking means is moved in the first direction by the action of the urging means, and the braking means is pressed against the member to be braked. Front by friction When the braking is performed and the braking is loosened or stopped, the electromagnet is energized to attract the magnetic member and the braking means is moved to the second position.
A brake device for a railway vehicle, wherein the brake device is moved in a direction or the braking means is separated from the member to be braked. 2. The railway vehicle brake device according to claim 1, wherein the member to be braked is a first electric motor or a first motor attached to a rotating shaft of a diesel engine provided in the railway vehicle.
A railway vehicle brake device comprising a disk member. 3. The brake device for a railway vehicle according to claim 2, wherein the member to be braked has a friction member that is attached to the first disk member and that performs friction with the braking means and is replaceable by wear. Characteristic brake equipment for railway vehicles. 4. The brake device for a railway vehicle according to claim 1, wherein the member to be braked has a second disk member fixed to a wheel shaft of the railway vehicle. 5. The brake device for a railway vehicle according to claim 1, wherein the member to be braked is a wheel of the railway vehicle, and a surface to be braked of the member to be braked is a tread surface of the wheel. Brake equipment for railway vehicles. 6. The brake device for a railway vehicle according to claim 1, wherein the member to be braked is an annular member fixed to a side surface of a wheel of the railway vehicle. 7. A brake device for a railroad vehicle for performing braking including deceleration or stop of a running railroad vehicle, a braked member rotating when the railroad vehicle runs, and a direction approaching the braked member. A braking means configured to be movable in any one of a first direction and a second direction that is a direction away from the member to be braked; a magnetic member made of a magnetic material and attached to the braking means; When a braking device for a railway vehicle including an electromagnet capable of attracting a magnetic member and an urging means having a spring member and urging the braking means in the first direction is used, when performing the braking, Stop the energization of the magnetic member, stop the suction of the magnetic member, move the braking means in the first direction by the action of the urging means, press the braking means against the member to be braked, and Previous When the braking is performed by friction with the member to be braked, and when the braking is loosened or stopped, the electromagnet is energized to attract the magnetic member and the braking means is moved to the second position.
A method of braking a railway vehicle, wherein the braking means is moved in the direction or the braking means is separated from the braked member.