FORM 2 THE PATENTS ACT, 1970 (39 of 1970) & THE PATENTS RULES, 2003 COMPLETE SPECIFICATION [See section 10, Rule 13] BRAKE CONTROL DEVICE; MITSUBISHI ELECTRIC CORPORATION, A CORPORATION ORGANISED AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE ADDRESS IS 7-3, MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO 1008310, JAPAN THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED 2 DESCRIPTION Field [0001] The present disclosure relates to a brake control 5 device for a train. Background [0002] A railway vehicle includes a brake system that performs braking by pressing a pad against a rotational 10 body such as a wheel or a disc. The pad is worn by being used, and needs to be replaced when reaching a preset remaining amount. Patent Literature 1 proposes an abrasion loss arithmetic device that obtains an abrasion amount of a pad on the basis of a brake pressure, a speed of a brake 15 object, and a braking time. Citation List Patent Literature [0003] Patent Literature 1: Japanese Patent Application 20 Laid-open No. 2015-121251 Summary Technical Problem [0004] However, a wear amount of each brake device of 25 the railway vehicle may change depending on a use state. Depending on the use state, a wear amount of only a certain pad increases. In such a case, there has been a problem in that only the certain pad needs to be replaced at an early stage. 30 Solution to Problem [0005] A brake control device according to the present disclosure includes: a command acquisition unit to acquire 3 a brake command including deceleration of a vehicle; a necessary braking force calculation unit to calculate, from the brake command, necessary braking force that is braking force necessary for obtaining the deceleration; a wear 5 control unit to compute mechanical brake sharing rates each of which indicating a proportion of sharing of mechanical braking force, based on wear amounts of a plurality of mechanical brake devices that are to brake the vehicle; and a mechanical braking force setting unit to set mechanical 10 braking force, based on the necessary braking force and the mechanical brake sharing rates. Advantageous Effects of Invention [0006] A brake control device according to the present 15 disclosure includes: a command acquisition unit to acquire a brake command including deceleration of a vehicle; a necessary braking force calculation unit to calculate, from the brake command, necessary braking force that is braking force necessary for obtaining the deceleration; a wear 20 control unit to compute mechanical brake sharing rates each of which indicating a proportion of sharing of mechanical braking force, based on wear amounts of a plurality of mechanical brake devices that are to brake the vehicle; and a mechanical braking force setting unit to set mechanical 25 braking force, based on the necessary braking force and the mechanical brake sharing rates, thereby enabling adjustment of a wear amount of a mechanical brake device and adjustment of replacement time of a plurality of brake devices to the same time. 30 Brief Description of Drawings [0007] FIG. 1 is a diagram illustrating a configuration of a train according to a first embodiment. 4 FIG. 2 is a diagram illustrating a schematic configuration of a brake control device according to the first embodiment. FIG. 3 is a diagram illustrating a schematic 5 configuration of a wear control unit according to the first embodiment. FIG. 4 is a flowchart illustrating an operation of the wear control unit according to the first embodiment. FIG. 5 is a graph illustrating an example of braking 10 force according to the first embodiment. FIG. 6 is a table illustrating an example of a wear amount of a mechanical brake device according to the first embodiment. FIG. 7 is a graph illustrating an example of a change 15 in brake shoe thickness of the mechanical brake device according to the first embodiment. FIG. 8 is a graph illustrating an example of braking force according to the first embodiment. FIG. 9 is a graph illustrating an example of a change 20 in brake shoe thickness of the mechanical brake device according to the first embodiment. FIG. 10 is a diagram illustrating a schematic configuration of a brake control device according to a second embodiment. 25 FIG. 11 is a diagram illustrating a schematic configuration of a wear control unit according to the second embodiment. FIG. 12 is a flowchart illustrating an operation of the wear control unit according to the second embodiment. 30 FIG. 13 is a diagram illustrating a general configuration example of hardware that realizes a brake control device according to an embodiment. 5 Description of Embodiments [0008] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. Note that, in the drawings, identical or 5 equivalent portions are denoted by the same reference numerals. [0009] First Embodiment. FIG. 1 is a diagram illustrating a configuration example of a train 1 installed with a brake control device 10 according to a first embodiment of the present disclosure. The train 1 includes vehicles 11 to 13. The vehicle 11 is provided with a cab 21, a brake control device 100-1, mechanical brake devices 211 to 214, wheels 311 to 314, and trucks 411 and 412. The brake control device 100-1 and the 15 mechanical brake devices 211 to 214 are connected. The wheels 311 and 312 are included in the truck 411, and the wheels 313 and 314 are included in the truck 412. The mechanical brake devices 211 to 214 are brake devices for braking of wheels. The mechanical brake device 211 brakes 20 the wheel 311, the mechanical brake device 212 brakes the wheel 312, the mechanical brake device 213 brakes the wheel 313, and the mechanical brake device 214 brakes the wheel 314. [0010] The vehicle 12 is provided with a cab 22, a brake 25 control device 100-2, mechanical brake devices 221 to 224, wheels 321 to 324, and trucks 421 and 422. The brake control device 100-2 and the mechanical brake devices 221 to 224 are connected. The wheels 321 and 322 are included in the truck 421, and the wheels 323 and 324 are included 30 in the truck 422. The mechanical brake devices 221 to 224 are brake devices for braking of wheels. The mechanical brake device 221 brakes the wheel 321, the mechanical brake device 222 brakes the wheel 322, the mechanical brake 6 device 223 brakes the wheel 323, and the mechanical brake device 224 brakes the wheel 324. [0011] The vehicle 13 is provided with a brake control device 100-3, mechanical brake devices 231 to 234, wheels 5 331 to 334, and trucks 431 and 432. The brake control device 100-3 and the mechanical brake devices 231 to 234 are connected. The wheels 331 and 332 are included in the truck 431, and the wheels 333 and 334 are included in the truck 432. The mechanical brake devices 231 to 234 are 10 brake devices for braking of wheels. The mechanical brake device 231 brakes the wheel 331, the mechanical brake device 232 brakes the wheel 332, the mechanical brake device 233 brakes the wheel 333, and the mechanical brake device 234 brakes the wheel 334. 15 [0012] When the brake control devices 100-1 to 100-3 are not distinguished, they are each referred to as a brake control device 100. The brake control devices 100 are connected to the cabs 21 and 22. [0013] The cabs 21 and 22 output brake commands for 20 braking the train. The brake command includes information regarding deceleration, and is outputted from a master controller, an automatic train control (ATC), or an automatic train operation (ATO) provided in each of the cabs 21 and 22. 25 [0014] The mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 mechanically brake the wheels, and are, for example, a tread brake, a disc brake, or the like. The mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 obtain a braking force by pressing brake components 30 such as brake shoes and brake pads against the wheels. [0015] The brake control device 100 outputs a command value indicating a mechanical braking force, which is a braking force generated by an operation of the mechanical 7 brake, to the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234. The details will be described later. [0016] FIG. 2 is a diagram illustrating a configuration example of the brake control device according to the first 5 embodiment of the present disclosure. The brake control device 100 includes a command acquisition unit 110, a variable load detection unit 120, a necessary braking force calculation unit 130, a wear control unit 140, and a mechanical braking force setting unit 150. 10 [0017] The command acquisition unit 110 acquires a brake command outputted from the cab, and transmits the brake command to the necessary braking force calculation unit 130. [0018] The variable load detection unit 120 detects loads on the vehicles 11 to 13 constituting the train 1 or 15 the trucks 411, 412, 421, 422, 431, and 432 included in the vehicles 11 to 13, and transmits a result to the necessary braking force calculation unit 130. [0019] The necessary braking force calculation unit 130 calculates a necessary braking force, which is a braking 20 force necessary for obtaining deceleration included in the brake command. The necessary braking force calculation unit 130 may calculate the necessary braking force for each of the vehicles 11 to 13, or may calculate the necessary braking force for each of the trucks 411, 412, 421, 422, 25 431, and 432. The necessary braking force calculation unit 130 calculates the necessary braking force for each of the vehicles 11 to 13 or for each of the trucks 411, 412, 421, 422, 431, and 432, on the basis of the brake command and the loads on the vehicles 11 to 13 or the trucks 411, 412, 30 421, 422, 431, and 432 included in the vehicles 11 to 13, and transmits a result to the mechanical braking force setting unit 150. [0020] A wear control unit 140 computes mechanical brake 8 sharing rates each of which indicating a proportion of sharing of mechanical braking force on the basis of wear amounts of mechanical brake devices 211 to 214, 221 to 224, and 231 to 234, and transmits the mechanical brake sharing 5 rates to a mechanical braking force setting unit 150. Here, the proportion of sharing of the mechanical braking force indicates a proportion of braking force borne by each of the vehicles 11 to 13, or by each of the trucks 411, 412, 421, 422, 431, or 432 with respect to braking force 10 necessary for the entire train 1. [0021] On the basis of the necessary braking force outputted from the necessary braking force calculation unit 130 and the mechanical brake sharing rates outputted from the wear control unit 140, the mechanical braking force 15 setting unit 150 changes necessary braking force for each of the vehicles 11 to 13 or for each of the trucks 411, 412, 421, 422, 431, and 432, and outputs the necessary braking force to corresponding ones of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234. 20 [0022] FIG. 3 is a diagram illustrating a configuration example of the wear control unit 140. The wear control unit 140 includes a wear amount acquisition unit 141, a wear amount prediction unit 142, and mechanical braking force sharing rate computation unit 143. When wear amounts 25 of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are measured or estimated, the wear amount acquisition unit 141 acquires corresponding ones of the wear amounts of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234. The wear amount of each of the 30 mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 may be a wear amount measured at a time of an inspection or may be a wear amount estimated from a past use state of the mechanical brake devices 211 to 214, 221 9 to 224, and 231 to 234. [0023] Here, "past" and "future" in the present disclosure will be explained. In the present disclosure, the "past" indicates a time point at which wear amounts of 5 the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are measured or estimated, and a time point before wear amounts of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are measured or estimated. The "future" indicates a time point after wear amounts of 10 the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are measured or estimated. A wear amount acquisition unit 141 or the wear amount prediction unit 142 acquires information regarding the past use state. [0024] A use state of the mechanical brake device will 15 be described. The use state indicates information including any of a brake pressure, a speed of a braking target, a braking time, a use period, the number of times of braking, a braking force, vehicle characteristics, and the like, and individual pieces of information may be 20 associated. The "brake pressure" is a pressure such as an AC pressure and a BC pressure in the past when each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 is operated. The "speed of a braking target" is a speed in the past when each of the mechanical brake devices 25 211 to 214, 221 to 224, and 231 to 234 is operated. The "braking time" is a time period in which each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 is operated once, a total value of operation time periods in the past, or the like. The "use period" is a 30 period during which each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 has been used in the past. The "number of times of braking" is the number of times each of the mechanical brake devices 211 to 214, 221 10 to 224, and 231 to 234 has been used in the past. The "braking force" is a braking force in one operation, a total value of braking forces in the past, or the like. The "vehicle characteristics" are a motive power car (M 5 car) on which a main motor is installed, a trailer (T car) on which no main motor is installed, or the like. [0025] When the measured or estimated wear amounts of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are inputted, the wear amount prediction unit 10 142 predicts a future use state of each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 from past use states. Specifically, from a use state before or at a time point at which the wear amounts of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are 15 measured or estimated, a use state after a time point at which the wear amounts of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are measured or estimated is predicted. On the basis of the predicted future use state, a future wear amount change is predicted, 20 and a prediction result is outputted to the mechanical braking force sharing rate computation unit 143. The prediction result may be a prediction result for each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234, may be a prediction result for each of the 25 trucks 411, 412, 421, 422, 431, and 432, or may be a prediction result for each of the vehicles 11 to 13. For example, the prediction result for each of the trucks 411, 412, 421, 422, 431, and 432 may be a result predicted by averaging wear amounts of the mechanical brake devices 30 included in each of the trucks 411, 412, 421, 422, 431, and 432. Further, the prediction result for each of the vehicles 11 to 13 may be a result predicted by averaging wear amounts of the mechanical brake devices included in 11 each of the vehicles 11 to 13. [0026] The mechanical braking force sharing rate computation unit 143 determines sharing rates regarding corresponding ones of the mechanical brake devices 211 to 5 214, 221 to 224, and 231 to 234 on the basis of the prediction result outputted from the wear amount prediction unit 142, and outputs the sharing rates to the mechanical braking force setting unit 150. [0027] FIG. 4 is a flowchart illustrating an operation 10 of the wear control unit 140. When wear amounts of corresponding ones of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are measured or estimated, the wear control unit 140 acquires information indicating the wear amounts of the corresponding ones of the 15 mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 by the wear amount acquisition unit 141 (S11). Next, on the basis of wear amounts and past use states of the corresponding ones of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234, a future wear amount 20 change of the corresponding ones of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 is predicted (S12). Next, on the basis of the predicted future wear amount change of the corresponding ones of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234, 25 sharing rates of the corresponding ones of the mechanical braking force of the plurality of mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 is determined (S13). Next, the determined sharing rates of the corresponding ones of the mechanical brake devices 211 to 214, 221 to 224, 30 and 231 to 234 are outputted to the mechanical braking force setting unit 150 (S14), and the process ends. [0028] FIG. 5 is a graph illustrating an example of braking force borne by each vehicle in the first embodiment. 12 FIG. 5 illustrates a braking force borne by each of the vehicles 11 to 13. The braking force of the vehicle 11 is F1, the braking force of the vehicle 12 is F2, and the braking force of the vehicle 13 is F3. Here, the braking 5 force of each vehicle is a braking force set by the mechanical braking force setting unit. [0029] FIG. 6 is a table illustrating an example of wear amounts of the mechanical brake devices 211, 221, and 231 in the first embodiment. Here, the table illustrates wear 10 amounts of brake shoes, which are brake components of the mechanical brake devices 211, 221, and 231, when each of the mechanical brake devices 211, 221, and 231 provided in the vehicles 11 to, respectively, perform a braking operation with a braking force (ratio) illustrated in FIG. 15 5. A use period (days) is a period after the brake shoes are attached to the mechanical brake devices 211, 221, and 231. A new brake shoe thickness (mm) is a thickness of the brake shoe when each of which is attached to the mechanical brake devices 211, 221 or 223. A current brake shoe 20 thickness (mm) is a thickness (mm) of a current brake shoe. A wear amount (mm) is a wear amount after the brake shoe is attached to one of the mechanical brake devices 211, 221, and 231. A replacement brake shoe thickness (mm) is a necessary thickness of the brake shoe for operating as the 25 mechanical brake device. In other words, the brake shoe needs to be replaced when the thickness becomes the replacement brake shoe thickness. A predicted replacement time (days) is a replacement time at which the brake shoe is predicted to reach the replacement brake shoe thickness. 30 The predicted replacement time (day) indicates a period elapsed since the start of use. [0030] Now 30 days have elapsed from when the brake shoe of the mechanical brake device 211 is attached, and a 13 current brake shoe thickness is 30 (mm). The brake shoe thickness when attached is 60 (mm); accordingly, a wear amount for a use period of 30 days is indicated to be 30 (mm). The replacement time of the brake shoe is predicted 5 to be 40 days after the start of use. In other words, the brake shoe thickness is predicted to reach the replacement brake shoe thickness in 10 days. [0031] Now 30 days have elapsed from when the brake shoe of the mechanical brake device 221 is attached, and a 10 current brake shoe thickness is 45 (mm). The brake shoe thickness when attached is 60 (mm); accordingly, a wear amount for a use period of 30 days is indicated to be 15 (mm). The replacement time of the brake shoe is predicted to be 80 days after the start of use. In other words, the 15 brake shoe thickness is predicted to reach the replacement brake shoe thickness in 50 days. [0032] Now 30 days have elapsed from when the brake shoe of the mechanical brake device 231 is attached, and a current brake shoe thickness is 40 (mm). The brake shoe 20 thickness when attached is 60 (mm); accordingly, a wear amount for a use period of 30 days is indicated to be 20 (mm). The replacement time of the brake shoe is predicted to be 60 days after the start of use. In other words, the brake shoe thickness is predicted to reach the replacement 25 brake shoe thickness in 30 days. [0033] FIG. 7 is a graph illustrating an example of a change in brake shoe thickness of each of the mechanical brake devices 211, 221, and 231 in the first embodiment. The graph illustrates thicknesses of the brake shoes 30 attached to the mechanical brake devices 211, 221, and 231 illustrated in FIG. 6 with respect to the use period. In a use period from 0 days to 30 days indicated by solid lines, actual results are represented. After a use period from 31 14 days indicated by broken lines, predictions are indicated. [0034] The brake shoe of the mechanical brake device 211 is 30 (mm) after the use period of 30 days, and is predicted to reach the replacement brake shoe thickness 5 after the use period of 40 days. The brake shoe of the mechanical brake device 221 is 45 (mm) after the use period of 30 days, and is predicted to reach the replacement brake shoe thickness after the use period of 80 days. The brake shoe of the mechanical brake device 231 is 40 (mm) after 10 the use period of 30 days, and is predicted to reach the replacement brake shoe thickness after the use period of 60 days. [0035] As can be seen from FIGS. 6 and 7, the brake shoes of the mechanical brake devices 211, 221, and 231 15 have equal use periods, but have different thicknesses. That is, the wear amounts are different. Due to the different wear amounts, the predicted replacement time is also different. [0036] An inspection cycle of the train 1 is assumed to 20 be 30 days. The mechanical brake device 211 does not need replacement because the brake shoe thickness after 30 days from the start of use is 30 (mm), which exceeds the replacement brake shoe thickness 20 (mm). However, because the predicted replacement time of the brake shoe of the 25 mechanical brake device 211 is 40 days, the replacement brake shoe thickness will already be reached after 60 days, which is the next inspection. Therefore, because it is necessary to replace the brake shoe of the mechanical brake device 211 before the next inspection, it is necessary to 30 replace the brake shoe in the inspection after 30 days from the start of use. [0037] The mechanical brake device 221 does not need replacement because the brake shoe thickness after 30 days 15 from the start of use is 45 (mm), which exceeds the replacement brake shoe thickness 20 (mm). In addition, because the predicted replacement time of the brake shoe of the mechanical brake device 221 is 80 days, the replacement 5 brake shoe thickness 20 (mm) is exceeded even after 60 days, which is the next inspection. Therefore, because it is not necessary to replace the brake shoe of the mechanical brake device 221 before the next inspection, it is not necessary to replace the brake shoe in the inspection after 30 days 10 from the start of use. [0038] The mechanical brake device 231 does not need replacement because the brake shoe thickness after 30 days from the start of use is 40 (mm), which exceeds the replacement brake shoe thickness 20 (mm). In addition, 15 because the predicted replacement time of the brake shoe of the mechanical brake device 231 is 60 days, the replacement brake shoe thickness 20 (mm) will be reached after 60 days, which is the next inspection. Therefore, because it is not necessary to replace the brake shoe of the mechanical brake 20 device 231 before the next inspection, it is not necessary to replace the brake shoe in the inspection after 30 days from the start of use. [0039] As described above, it is indicated that, when the mechanical brake devices 211, 221, and 231 perform the 25 braking operation with the braking force (ratio) illustrated in FIG. 5, the brake shoe of the mechanical brake device 211 needs replacement but the brake shoes of the mechanical brake devices 221 and 231 do not need replacement in the inspection after 30 days from the start 30 of use. [0040] FIG. 8 is a graph illustrating an example of changing braking force borne by each vehicle in the first embodiment. In FIG. 8, the mechanical braking force 16 setting unit 150 of a brake control device 100 changes necessary braking force for each vehicle or for each truck on the basis of necessary braking force outputted from the necessary braking force calculation unit 130 and mechanical 5 brake sharing rates outputted from the wear control unit 140. Specifically, by the wear control unit 140 predicting a future use state of each of the mechanical brake devices 211, 221, and 231 from each past use state, and determining (changing) a sharing rate of each of the mechanical brake 10 devices 211, 221, and 231, the braking force of each mechanical brake device 211, 221, 231 is changed. The braking force of each mechanical brake device 211, 221, 231 may be changed at any time. The change may be made several days after the start of use, may be made every day, or may 15 be made every braking operation. In the present embodiment, it is assumed that the change is made after 21 days in the sense that a tendency of a wear amount change can be known. [0041] In FIG. 8, a hatched bar of braking force indicates braking force after the change. The necessary 20 braking force of the mechanical brake device 211 of the vehicle 11 is changed from F1 to F3. The necessary braking force of the mechanical brake device 221 of the vehicle 12 is not changed from F2. The necessary braking force of the mechanical brake device 231 of the vehicle 13 is changed 25 from F3 to F1. The necessary braking force of each mechanical brake device is changed, but the braking force necessary for braking the train 1 is not changed. That is, the rates of the necessary braking force of the mechanical brake devices 211, 221, and 231 are changed. 30 [0042] FIG. 9 is a graph illustrating an example of a change in brake shoe thickness of the mechanical brake devices 211, 221, and 231 in the first embodiment. In 21 days after the start of use, a change is made to the 17 braking force illustrated in FIG. 8. On the basis of a wear amount and a use state from 0 days to 20 days after the start of use, a future wear amount change is predicted, and the braking force of the mechanical brake devices 211, 5 221, and 231 is changed. In FIG. 9, solid lines indicate actual results for the use period of 0 days to 20 days in which the braking force is not changed. Thick solid lines indicate actual results from changing in 21 days after the start of use the braking force to 30 days after the start 10 of use. Broken lines indicate prediction after the use period of 31 days. [0043] In FIG. 9, the brake shoe of the mechanical brake device 211 is 35 (mm) after the use period of 30 days, and is predicted to reach the replacement brake shoe thickness 15 after the use period of 60 days. The brake shoe of the mechanical brake device 221 is 43 (mm) after the use period of 30 days, and is predicted to reach the replacement brake shoe thickness after the use period of 60 days. The brake shoe of the mechanical brake device 231 is 40 (mm) after 20 the use period of 30 days, and is predicted to reach the replacement brake shoe thickness after the use period of 60 days. [0044] An inspection cycle of the train 1 is assumed to be 30 days. The mechanical brake device 211 does not need 25 replacement because the brake shoe thickness after 30 days from the start of use is 35 (mm), which exceeds the replacement brake shoe thickness 20 (mm). In addition, since the predicted replacement time of the brake shoe of the mechanical brake device 211 is 60 days, the replacement 30 brake shoe thickness will be reached after 60 days, which is the next inspection. Therefore, it is not necessary to replace the brake shoe of the mechanical brake device 211 before the next inspection, and it is not necessary to 18 replace the brake shoe in the inspection after 30 days from the start of use. [0045] The mechanical brake device 221 does not need replacement because the brake shoe thickness after 30 days 5 from the start of use is 43 (mm), which exceeds the replacement brake shoe thickness 20 (mm). In addition, because the predicted replacement time of the brake shoe of the mechanical brake device 221 is 60 days, the replacement brake shoe thickness will be reached after 60 days, which 10 is the next inspection. Therefore, it is not necessary to replace the brake shoe of the mechanical brake device 211 before the next inspection, and it is not necessary to replace the brake shoe in the inspection after 30 days from the start of use. 15 [0046] The mechanical brake device 231 does not need replacement because the brake shoe thickness after 30 days from the start of use is 40 (mm), which exceeds the replacement brake shoe thickness 20 (mm). In addition, because the predicted replacement time of the brake shoe of 20 the mechanical brake device 231 is 60 days, the replacement brake shoe thickness will be reached after 60 days, which is the next inspection. Therefore, because it is not necessary to replace the brake shoe of the mechanical brake device 231 before the next inspection, it is not necessary 25 to replace the brake shoe in the inspection after 30 days from the start of use. As described above, it is not necessary to replace any of the brake shoes of the mechanical brake devices 211, 221, and 231 in the inspection after 30 days from the start of use. 30 [0047] FIG. 7 and FIG. 9 will be compared. In continuous use without changing the braking force, for the brake shoe thickness of the mechanical brake device 211, the predicted replacement time has been 40 days after the 19 start of use. However, by changing the braking force after 21 days on the basis of the wear amount and the use state from 0 days to 20 days after the start of use, the predicted replacement time has become 60 days after the 5 start of use. In continuous use without changing the braking force, for the brake shoe thickness of the mechanical brake device 221, the predicted replacement time has been 80 days after the start of use. However, by changing the braking force after 21 days on the basis of 10 the wear amount and the use state from 0 days to 20 days after the start of use, the predicted replacement time has become 60 days after the start of use. Because the braking force has not been changed, for the brake shoe thickness of the mechanical brake device 231, the predicted replacement 15 time of 60 days has not been changed. [0048] As described above, by changing the braking force of each mechanical brake device on the basis of the wear amounts and the use states in the past, it is possible to change the wear amount change of the brake shoe of each 20 mechanical brake device. By changing the wear amount change of the brake shoe of each mechanical brake device, the replacement time of the brake shoe of each mechanical brake device can be adjusted. [0049] In the first embodiment, regarding the 25 determination (change) of the sharing rates of the mechanical brake devices 211 to 214, 221 to 224, 231 to 234, the wear control unit 140 of each of brake control devices 100-1 to 100-3 installed in the individual vehicles may determine (change) the sharing rates of each of groups 30 including a group of the mechanical brake devices 211 to 214, a group of the mechanical brake devices 221 to 224, and a group of the mechanical brake devices 231 to 234 installed in the individual vehicles. In a case where 20 information, which is inputted to the wear control unit 140 of each of the brake control devices 100-1 to 100-3 respectively installed in the individual vehicles, regarding wear amounts and past use states of the 5 individual mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 installed in the train 1 are identical, results of computation by the wear control units 140 of the brake control devices 100-1 to 100-3 are to be equal. Therefore, the wear control unit 140 of each of the brake 10 control devices 100-1 to 100-3 respectively installed in the individual vehicles can compute the sharing rates of the mechanical brake devices installed in the vehicle in which each wear control unit 140 is mounted. The wear control unit 140 of each brake control device 100 can 15 determine the sharing rates of the plurality of brake devices of the vehicle in which the brake control device 100 is mounted. For example, in a train 11, the wear control unit 140 of the brake control device 100-1 can determine the sharing rates of the mechanical brake devices 20 211 to 214 installed in the train 11. [0050] In the first embodiment, the wear control unit 140 of any brake control device among the brake control devices 100-1 to 100-3 may perform computation and output a computation result to another brake control device. In 25 other words, the wear control unit 140 of any brake control device 100 can determine the sharing rates of corresponding ones of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 in the certain vehicle in which the brake control device 100 is installed and a vehicle other than 30 the certain vehicle. When the certain wear control unit 140 of any one of the brake control devices 100 determines the sharing rates of corresponding ones among the mechanical brake devices 211 to 214, 221 to 224, and 231 to 21 234 of the certain vehicle in which the wear control unit 140 is installed and a vehicle other than the certain vehicle, processing loads of the brake control devices 100 installed in the other vehicles can be reduced. For 5 example, as for trains 11 and 12, the wear control unit 140 of the brake control device 100-1 can determine the sharing rates of the mechanical brake device 221 to 224 installed in the train 12. Therefore, the wear control unit 140 of the brake control device 100-1 can determine the sharing 10 rates of the mechanical brake devices 211 to 214 installed in the train 11 and the mechanical brake device 221 to 224 installed in the train 12. [0051] In the first embodiment, braking force of each mechanical brake device to be changed is determined such 15 that a wear amount of the mechanical brake device falls within a predetermined range. This makes it possible to reduce or eliminate a difference in wear amounts of the mechanical brake devices. [0052] In the first embodiment, the braking force of 20 each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 to be changed may be determined on the basis of a specified replacement time. For example, the braking force of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 may be changed such that replacement 25 needs to be performed at a specific replacement time (for example, 60 days after the start of use, and the like), as for the replacement time of the mechanical brake device. This makes it possible to adjust the replacement time of each of the mechanical brake devices 211 to 214, 221 to 224, 30 and 231 to 234. In addition, the replacement time of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 can be made to be the same time. By setting the replacement time to the same time, labor of the inspection 22 is saved. In addition, inventory management of components is facilitated. Because it is possible to reduce the number of brake shoes that need to be replaced even though the replacement brake shoe thickness has not been reached, 5 it is possible to effectively use the brake shoes. [0053] In the first embodiment, the braking force of each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 to be changed may be determined on the basis of a plurality of conditions. For example, the braking 10 force of the mechanical brake device may be changed such that the wear amounts and the replacement time of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 becomes the same time. [0054] A brake control device according to the present 15 disclosure enables adjustment of a wear amount of a mechanical brake device, by including: a command acquisition unit that acquires a brake command including deceleration of a vehicle; a necessary braking force calculation unit that calculates, from the brake command, 20 necessary braking force, which is braking force necessary for obtaining the deceleration; a wear control unit that computes mechanical brake sharing rates each of which indicating a proportion of sharing of mechanical braking force on the basis of wear amounts of a plurality of 25 mechanical brake devices that brake the vehicle; and a mechanical braking force setting unit that sets mechanical braking force on the basis of the necessary braking force and the mechanical brake sharing rate. [0055] In the brake control device according to the 30 present disclosure, the wear control unit includes a wear amount prediction unit that predicts a wear amount change after a time point at which wear amounts of the plurality of mechanical brake devices are measured or estimated, on 23 the basis of wear amounts of the plurality of mechanical brake devices, so that a wear amount of the mechanical brake device can be adjusted on the basis of the predicted future wear amount change. 5 [0056] In the brake control device according to the present disclosure, the wear amount prediction unit predicts a wear amount change after a time point at which wear amounts of the plurality of mechanical brake devices are measured or estimated, on the basis of use states of 10 the plurality of mechanical brake devices, so that a wear amount of the mechanical brake device can be adjusted on the basis of the past use state and the predicted future wear amount change. [0057] In the brake control device according to the 15 present disclosure, the wear control unit includes a wear amount acquisition unit that acquires information indicating wear amounts of a plurality of mechanical brake devices, so that a wear amount of the mechanical brake device can be adjusted on the basis of a current wear 20 amount of the mechanical brake device. [0058] In the brake control device according to the present disclosure, wear amounts of the plurality of mechanical brake devices acquired by the wear amount acquisition unit may be wear amounts estimated on the basis 25 of use states of the mechanical brake device, so that a wear amount of the mechanical brake device can be adjusted on the basis of an estimated wear amount. [0059] In the brake control device according to the present disclosure, the wear control unit provided in a 30 first vehicle computes sharing rates of mechanical braking force of the plurality of mechanical brake devices provided in the first vehicle, so that wear amounts of the plurality of mechanical brake devices in the first vehicle can be 24 adjusted. [0060] In the brake control device according to the present disclosure, the wear control unit provided in a first vehicle computes sharing rates of mechanical braking 5 force of the plurality of mechanical brake devices provided in the first vehicle and a second vehicle, so that wear amounts of the plurality of mechanical brake devices of the first vehicle and a vehicle other than the first vehicle can be adjusted. 10 [0061] In the brake control device according to the present disclosure, the wear control unit computes sharing rates of mechanical braking force such that wear amounts of the plurality of mechanical brake devices fall within a predetermined range, so that wear amounts of the plurality 15 of mechanical brake devices can be adjusted. [0062] In the brake control device according to the present disclosure, the wear control unit computes sharing rates of mechanical braking force such that the replacement time of the plurality of mechanical brake devices becomes 20 the same time, so that the replacement time of the plurality of mechanical brake devices can be adjusted. [0063] Second Embodiment. FIG. 10 is a diagram illustrating an example of a configuration of a brake control device 200 according to a 25 second embodiment. FIG. 11 is a diagram illustrating an example of a configuration of a wear control unit 240 of the brake control device 200 according to the second embodiment. In FIG. 11, the wear control unit 240 includes a wear amount prediction result input unit 241. In the 30 second embodiment, the wear control unit 240 does not predict a future wear amount change. The wear control unit 240 is inputted with a result of prediction of a future wear amount change, which is obtained by a device other 25 than the wear control unit 240. In the second embodiment, the prediction of the future wear amount change may be performed by a monitor device (not illustrated) installed in the train 1 or may be performed by a device on the 5 ground. The result of the prediction of the wear amount change performed by the device other than the wear control unit 240 is inputted to the wear amount prediction result input unit 241, and outputted to the mechanical braking force sharing rate computation unit 143. The mechanical 10 braking force sharing rate computation unit 143 determines sharing rates of the mechanical brake devices on the basis of the prediction result outputted from the wear amount prediction unit 241, and outputs the sharing rates to the mechanical braking force setting unit 150. 15 [0064] FIG. 12 is a flowchart illustrating an operation of the wear control unit 240. The wear control unit 240 acquires a result of prediction of a future wear amount change of the mechanical brake devices, which is obtained by a device other than the wear control unit 240(S21). 20 Next, on the basis of the predicted future wear amount of the mechanical brake devices, sharing rates of mechanical braking force of a plurality of mechanical brake devices are determined (S22). Next, the determined sharing rates of the mechanical brake devices is outputted to the 25 mechanical braking force setting unit 150 (S23), and the process ends. [0065] In the second embodiment, because the prediction of the future wear amount change is performed by a device other than the wear control unit 240, a processing load in 30 the wear control unit can be reduced. [0066] In the first and second embodiments, an example has been described in which the brake control device changes braking force of mechanical brake devices connected 26 to the brake control device, but the present invention is not limited thereto. For example, one brake control device may predict a future wear amount change from a wear amount of a mechanical brake device connected to another brake 5 control device, and transmits a command to change the braking force of the mechanical brake device to the another brake control device. [0067] The braking force to be changed can be determined on the basis of vehicle characteristics such as an M car 10 and a T car. For example, the M car reduces a load on the mechanical brake device by using a regenerative brake; on the other hand, a load on a mechanical brake device of the T car is reduced by changing to increase a load on the mechanical brake device. The braking force after the 15 change may be determined on the basis of a temperature or an operation type (local train, rapid train). Further, braking force after the change may be set to zero. For example, there may be a mechanical brake device that does not perform a braking operation. Further, the monitor 20 device may determine whether or not to change the braking force. [0068] In the first and second embodiments, the brake shoe installed in the mechanical brake device has been described as an example, but the present disclosure can 25 also be applied to a brake pad of a disc brake. [0069] FIG. 13 is a diagram illustrating an example of a case where processing circuitry included in the brake control device 100 (200) is configured by a processor and a memory. In a case where the processing circuitry is 30 configured by a processor 1000 and a memory 1001, functions of the processing circuitry of the brake control device 100 (200) is implemented by software, firmware, or a combination of software and firmware. The software or the 27 firmware is described as a program and stored in the memory 1001. In the processing circuitry, the processor 1000 reads and executes the program stored in the memory 1001 to implement each of the functions. That is, the processing 5 circuitry includes the memory 1001 for storage of a program by which processing of the brake control device 100 (200) is consequently executed. Further, it can also be said that these programs cause a computer to execute a procedure and a method of the brake control device 100 (200). 10 [0070] Note that, in the present disclosure, the individual embodiments can be freely combined, or an embodiment can be appropriately modified or omitted within the scope of the invention. 15 Reference Signs List [0071] 1 train; 10, 11, 12 vehicle; 21, 22 cab; 100, 100-1, 100-2, 100-3, 200 brake control device; 110 command acquisition unit; 120 variable load detection unit; 130 necessary braking force calculation unit; 140, 20 240 wear control unit; 150 mechanical braking force setting unit; 141 wear amount acquisition unit; 142 wear amount prediction unit; 143 mechanical braking force sharing rate computation unit; 211, 212, 213, 214, 221, 222, 223, 224, 231, 232, 233, 234 mechanical brake device; 241 25 wear amount prediction result input unit; 311, 312, 313, 314, 321, 322, 323, 324, 331, 332, 333, 334 wheel; 411, 412, 421, 422, 431, 432 truck; 1000 processor; 1001 memory. 28 We Claim: 1. A brake control device comprising: 5 a command acquisition unit to acquire a brake command including deceleration of a vehicle; a necessary braking force calculation unit to calculate, from the brake command, necessary braking force that is braking force necessary for obtaining the 10 deceleration; a wear control unit to compute mechanical brake sharing rates each of which indicating a proportion of sharing of mechanical braking force, based on wear amounts of a plurality of mechanical brake devices that are to 15 brake the vehicle; and a mechanical braking force setting unit to set mechanical braking force, based on the necessary braking force and the mechanical brake sharing rates. 20 2. The brake control device according to claim 1, wherein the wear control unit includes a wear amount prediction unit to predict a wear amount change after a time point at which wear amounts of the plurality of mechanical brake devices are measured or estimated, based 25 on wear amounts of the plurality of mechanical brake devices. 3. The brake control device according to claim 2, wherein the wear amount prediction unit predicts the wear 30 amount change based on use states of the plurality of mechanical brake devices. 4. The brake control device according to any one of 29 claims 1 to 3, wherein the wear control unit includes a wear amount acquisition unit to acquire information indicating wear amounts of the plurality of mechanical brake devices. 5 5. The brake control device according to claim 4, wherein wear amounts of the plurality of mechanical brake devices acquired by the wear amount acquisition unit are wear amounts estimated based on use states of the 10 mechanical brake devices. 6. The brake control device according to any one of claims 1 to 5, wherein the wear control unit included in a first vehicle 15 computes sharing rates of the mechanical braking force of the plurality of mechanical brake devices included in the first vehicle. 7. The brake control device according to any one of 20 claims 1 to 5, wherein the wear control unit included in a first vehicle computes sharing rates of mechanical braking force of a plurality of mechanical brake devices included in the first vehicle and a second vehicle. 25 8. The brake control device according to any one of claims 1 to 7, wherein the wear control unit computes sharing rates of mechanical braking force such that wear amounts of the 30 plurality of mechanical brake devices fall within a predetermined range. 9. The brake control device according to any one of 30 claims 1 to 8, wherein the wear control unit computes sharing rates of a mechanical braking force such that replacement time of the plurality of mechanical brake devices become the same time.