CN111350777B - Brake, rail transit braking system and rail transit system - Google Patents
Brake, rail transit braking system and rail transit system Download PDFInfo
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- CN111350777B CN111350777B CN201811572765.7A CN201811572765A CN111350777B CN 111350777 B CN111350777 B CN 111350777B CN 201811572765 A CN201811572765 A CN 201811572765A CN 111350777 B CN111350777 B CN 111350777B
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- brake
- rail transit
- motor
- shaft
- hydraulic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D65/12—Discs; Drums for disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
The invention discloses a brake, a rail transit brake system and a rail transit system, wherein the brake comprises: the brake caliper comprises a brake caliper body, a first motor, a movement mechanism and a hydraulic control mechanism. The brake caliper body is provided with a first brake pad and an installation cavity; the moving mechanism is located in the installation cavity and provided with a second brake pad, the moving mechanism is configured to convert the rotary motion of the main shaft of the first motor into the linear motion of the second brake pad, and the second brake pad moves towards the first brake pad under the pushing of the moving mechanism to clamp a brake disc of the rail transit; the hydraulic control mechanism is communicated with the mounting cavity and used for driving the movement mechanism to move along the axial direction of the movement mechanism, and the second brake pad is pushed by the movement mechanism to move towards the first brake pad so as to clamp a brake disc of rail transit. Therefore, the brake caliper body, the first motor, the movement mechanism and the hydraulic control mechanism are matched, so that the brake response speed of the brake can be increased, and the working reliability of the brake can be ensured.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a brake, a rail transit brake system and a rail transit system.
Background
The traditional hydraulic braking system has higher requirement on hydraulic elements, higher loss, pressure build-up time of hydraulic pressure and lower response speed compared with the line control mechanical braking. When ABS (anti Braking System-automobile anti-lock brake System) is integrated and connected into a vehicle control System, a plurality of hydraulic elements are required to cooperate, and the control difficulty is high. The brake-by-wire system is a newer brake system, a traditional hydraulic brake system is omitted, a motor provides a brake source, and hydraulic pressure or air pressure is replaced as the brake source. The electric control mechanical brake system has quick response but has reliability risk, and once an actuating mechanism fails, the brake capacity is lost.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide a brake having a high braking response speed and high operational reliability.
The invention further provides a rail transit braking system.
The invention further provides a rail transit system.
The brake for a rail transit brake system according to the present invention comprises: the brake caliper comprises a brake caliper body, a first motor, a movement mechanism and a hydraulic control mechanism. The brake caliper body is provided with a first brake pad and an installation cavity; the first motor is arranged on the brake caliper body; the motion mechanism is positioned in the mounting cavity and is movably connected with the spindle of the first motor along the axial direction of the motion mechanism, the motion mechanism is provided with a second brake block and is configured to convert the rotary motion of the spindle of the first motor into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the motion mechanism so as to clamp a brake disc of the rail transit; the hydraulic control mechanism is communicated with the mounting cavity and is used for driving the movement mechanism to move along the axial direction of the movement mechanism, and the second brake block is pushed by the movement mechanism to move towards the first brake block so as to clamp a brake disc of the rail transit.
According to the brake for the rail transit braking system, the brake caliper body, the first motor, the movement mechanism and the hydraulic control mechanism are matched, so that the braking response speed of the brake can be increased, and the working reliability of the brake can be ensured.
In some examples of the present invention, the hydraulic control mechanism includes: the hydraulic brake system comprises a power source, an energy accumulator and a hydraulic brake control valve, wherein the power source is communicated with the energy accumulator, and the hydraulic brake control valve is also communicated with the energy accumulator; the peripheral wall of the brake caliper body is provided with an oil inlet, the oil inlet penetrates through the peripheral wall to be communicated with the mounting cavity, and the hydraulic brake control valve is connected with the oil inlet through a hydraulic oil way.
In some examples of the invention, the motion mechanism comprises: the rotating shaft is connected with a main shaft of the first motor; the transmission mechanism is connected with the rotating shaft at one end and provided with a second brake block at the other end, the transmission mechanism is configured to convert the rotating motion of the rotating shaft into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the transmission mechanism so as to clamp a brake disc of the rail transit.
In some examples of the invention, the transmission mechanism comprises: the piston is arranged in the piston, one end of the piston is connected with the second brake block, and the other end of the piston is connected with the second brake block.
In some examples of the invention, the brake for a rail transit brake system further comprises: and the sealing ring is arranged on the inner side wall of the mounting cavity and is positioned between the brake caliper body and the piston.
In some examples of the invention, the brake for a rail transit brake system further comprises: the speed reducing mechanism is arranged on the brake caliper body and provided with an output shaft, and a main shaft of the first motor is connected with the speed reducing mechanism and the rotating shaft is connected with the output shaft.
In some examples of the invention, the reduction mechanism is a planetary reduction gearbox.
In some examples of the invention, the brake for a rail transit brake system further comprises: the main shaft locking mechanism is arranged on a main shaft of the first motor and used for locking or unlocking the main shaft of the first motor.
In some examples of the invention, the spindle locking mechanism comprises: the brake ring is sleeved on a main shaft of the first motor, a first end of the clutch is connected with the brake caliper body, the clutch is sleeved on the outer side of the brake ring and spaced, the armature is movably arranged on an inner ring of the clutch along the axial direction of the armature, and the armature can be selectively stopped against the brake ring.
In some examples of the invention, the spindle locking mechanism further comprises: the electromagnet is arranged on the brake caliper body, and projections of the electromagnet and the armature have an overlapped part along the axial direction of the main shaft of the first motor.
In some examples of the invention, the brake ring comprises: the motor comprises a sleeving part and a stopping part, wherein the sleeving part is sleeved on a main shaft of the first motor, the stopping part is arranged on the peripheral wall of the sleeving part, and the stopping part is used for stopping the armature.
In some examples of the present invention, a surface of the abutting portion opposing the armature and a surface of the armature opposing the abutting portion each have a friction surface.
In some examples of the invention, the spindle locking mechanism further comprises: the inner ring of the clutch is provided with a mounting groove, one end of the elastic piece is connected with the mounting groove, the other end of the elastic piece is connected with the armature, and part of the structure of the armature is located in the mounting groove.
In some examples of the invention, the brake for a rail transit brake system further comprises: the parking brake control mechanism is used for driving the motion mechanism to move along the axial direction of the motion mechanism, and the second brake block moves towards the first brake block under the pushing of the motion mechanism so as to clamp a brake disc of the rail transit.
In some examples of the invention, the brake for a rail transit brake system further comprises: the second motor is provided with a first shaft and a second shaft, the first shaft is connected with the moving mechanism, the second shaft is connected with the power source, the first shaft is arranged on the first shaft, and the second shaft is arranged on the second shaft.
The rail transit brake system according to the present invention comprises: the brake system comprises a control center, the brake for the rail transit brake system and at least one brake control unit, wherein the brake control unit is respectively connected with the control center and the brake.
The rail transit system comprises the rail transit brake system.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic view of a brake according to an embodiment of the present invention;
FIG. 2 is a cross-sectional view of a brake according to an embodiment of the present invention;
FIG. 3 is a schematic illustration of a cross-sectional view of a brake according to an embodiment of the present invention;
FIG. 4 is an enlarged view at A in FIG. 3;
FIG. 5 is a cross-sectional view of the spindle locking mechanism of the brake according to an embodiment of the present invention;
FIG. 6 is a schematic illustration of a retarding mechanism of the brake according to an embodiment of the present invention;
FIG. 7 is a cross-sectional view of a motion mechanism of a brake according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a hydraulic control mechanism for a brake according to an embodiment of the present invention;
FIG. 9 is a schematic view of a rail transit brake system according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a brake according to an embodiment of the present invention;
fig. 11 is an assembly schematic diagram of the second motor, the first coupling, the second coupling, the first shaft, and the second shaft of the brake according to the embodiment of the invention.
Reference numerals:
a brake 10;
a caliper body 1; a first brake pad 11; a mounting cavity 12; an oil inlet 13; an exhaust port 14;
a first electric machine 2; a main shaft 21;
a movement mechanism 3; a rotating shaft 31;
the transmission mechanism 32; a nut 321; a piston 322; balls 323; a return 324;
a second brake pad 33;
a hydraulic control mechanism 4;
a power source 41; a third motor 411; a hydraulic pump 412; an overflow valve 413;
an accumulator 42; a pressure monitoring member 421; a temperature monitor 422; an oil path test port 423;
the hydraulic brake control valve 43; a solenoid valve 431; a pressure reducing valve 432; a throttle valve 433;
a seal ring 5;
a speed reduction mechanism 6; an output shaft 61; a first center wheel 62; a second center wheel 63; the planet wheels 64; a planet carrier 65;
a main shaft locking mechanism 7;
the brake ring 71; a housing portion 711; a stopper 712;
an armature 72; a clutch 73; an electromagnet 74; an elastic member 75; a mounting groove 76;
a parking brake control mechanism 8; a second motor 81; a first coupling 82; a second coupling 83; a first shaft 84; a second shaft 85;
a manual control switch 9;
a rail transit brake system 20; a control center 201; a brake control unit 202.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
A brake 10 for a rail transit brake system 20 according to an embodiment of the present invention is described below with reference to fig. 1 to 10.
As shown in fig. 1 to 10, a brake 10 according to an embodiment of the present invention includes: the brake caliper comprises a brake caliper body 1, a first motor 2, a movement mechanism 3 and a hydraulic control mechanism 4. The caliper body 1 may be provided with a first brake pad 11, and the caliper body 1 may have a mounting cavity 12. The first electric machine 2 may be provided to the caliper body 1. The moving mechanism 3 may be located in the mounting cavity 12, the moving mechanism 3 is movably connected to the spindle 21 of the first motor 2 along an axial direction of the spindle 21 of the first motor 2, the moving mechanism 3 may be provided with a second brake pad 33, and the moving mechanism 3 may be configured to convert a rotary motion of the spindle 21 of the first motor 2 into a linear motion of the second brake pad 33, and it may also be understood that the moving mechanism 3 may be configured to convert a rotary motion of the spindle 21 of the first motor 2 into a linear motion of the second brake pad 33, and the second brake pad 33 moves towards the first brake pad 11 under the pushing of the moving mechanism 3, so that the first brake pad 11 and the second brake pad 33 can simultaneously clamp a brake disc of rail traffic, thereby achieving a braking function.
The hydraulic control mechanism 4 can be communicated with the mounting cavity 12, the hydraulic control mechanism 4 can be used for driving the movement mechanism 3 to move along the axial direction of the movement mechanism, and the second brake pad 33 is pushed by the movement mechanism 3 to move towards the first brake pad 11, so that the first brake pad 11 and the second brake pad 33 can simultaneously clamp the brake disc of the rail transit.
When the vehicle needs to perform braking, the first motor 2 starts to operate, the main shaft 21 of the first motor 2 drives the motion mechanism 3 to operate, the motion mechanism 3 converts the rotary motion of the main shaft 21 of the first motor 2 into linear motion of the second brake pad 33, then the second brake pad 33 moves towards the first brake pad 11 under the pushing of the motion mechanism 3, and the first brake pad 11 and the second brake pad 33 are matched and pressed against the brake disc, so that the vehicle braking operation is realized. And, when brake-by-wire fails, namely: when the motor drive fails, the vehicle needs emergency braking, at the moment, the hydraulic control mechanism 4 starts to work, the hydraulic control mechanism 4 drives the movement mechanism 3 to move along the axial direction of the movement mechanism, the second brake pad 33 moves towards the first brake pad 11 under the pushing of the movement mechanism 3, and the first brake pad 11 and the second brake pad 33 are matched to press the brake disc, so that the vehicle braking work is realized. Meanwhile, the second brake pad 33 or the moving mechanism 3 may have a return capability.
As can be seen from the above description, the brake 10 of the present application has two sets of braking mechanisms, namely: hydraulic braking mechanism and motor braking mechanism. The hydraulic braking mechanism is used as emergency braking (safety braking), the motor braking mechanism is used as normal braking, when the motor braking mechanism works, the braking response speed of the controller can be increased, the working efficiency of the controller can be increased, when the motor braking mechanism breaks down, the hydraulic braking mechanism starts to work, the situation that braking cannot be performed due to sudden power loss or failure of the first motor 2 can be prevented from occurring, the braking effect of the brake 10 can be ensured through the cooperation of the hydraulic braking mechanism and the motor braking mechanism, the working reliability of the brake 10 can be improved, and the running safety of a vehicle can be improved.
Therefore, the brake caliper body 1, the first motor 2, the movement mechanism 3 and the hydraulic control mechanism 4 are matched, so that the brake response speed of the brake 10 can be increased, and the working reliability of the brake 10 can be ensured.
In some embodiments of the present invention, as shown in fig. 3, 8 and 10, the hydraulic control mechanism 4 may include: the brake caliper comprises a power source 41, an energy accumulator 42 and a hydraulic brake control valve 43, wherein the power source 41 is communicated with the energy accumulator 42, the hydraulic brake control valve 43 is also communicated with the energy accumulator 42, the power source 41 can provide energy for the energy accumulator 42, the energy accumulator 42 can provide oil pressure for a hydraulic oil path, the peripheral wall of the brake caliper body 1 is provided with an oil inlet 13, the oil inlet 13 penetrates through the peripheral wall of the brake caliper body 1 to be communicated with the mounting cavity 12, and the hydraulic brake control valve 43 is connected with the oil inlet 13 through the hydraulic oil path.
Among them, the power source 41 may include: a third motor 411, a hydraulic pump 412 and a relief valve 413. The third motor 411 drives the hydraulic pump 412 to supply oil pressure to the accumulator 42, and maintains the pressure of the accumulator 42 within a set range. Preferably, the hydraulic brake control valve 43 may be composed of a solenoid valve 431, a pressure reducing valve 432, and a throttle 433. The hydraulic brake control valve 43 keeps the hydraulic oil path disconnected in the energized state, and opens the hydraulic oil path in the power-off state. The reducing valve 432 can prevent the pressure of the hydraulic oil circuit from being too high, the throttle valve 433 can be used for reducing hydraulic impact, and the pressure relief valve of the hydraulic control mechanism 4 can be used for unloading the pressure of the hydraulic oil circuit and the pressure of the energy accumulator 42, so that the brake 10 can be conveniently maintained. The hydraulic control mechanism 4 may further include: pressure monitoring piece 421, temperature monitoring piece 422 and oil circuit testing port 423. When the accumulator 42 pressure is lower than the set value, the third motor 411 is started to drive the hydraulic pump 412 to supply the oil pressure to the accumulator 42.
The working principle of the hydraulic control mechanism 4 is as follows: when the motor braking mechanism is powered off or fails to brake, the electromagnetic valve 431 is powered off and the hydraulic oil way is connected. Pressure from the energy accumulator 42 enters the installation cavity 12 of the brake caliper body 1 through a hydraulic oil path to drive the movement mechanism 3 to work, and the movement mechanism 3 pushes the second brake pad 33 to move towards the first brake pad 11 to clamp the brake disc, so that the braking function is executed. When the system is in a normal working state, the electromagnetic valve 431 is electrified to keep the hydraulic oil circuit closed, and the hydraulic control mechanism 4 does not participate in the braking work at the moment.
Alternatively, another hydraulic control valve may be added to the hydraulic control mechanism 4 to increase the control capability of the hydraulic control mechanism 4. For example, an electrically controlled on-off valve is added, so that the hydraulic control mechanism 4 has a normal braking function. The scheme can operate the hydraulic control mechanism 4 under the condition that one set of motor braking mechanism fails. The two mechanisms may be integrated and independent.
In some embodiments of the invention, as shown in fig. 2 and 3, the movement mechanism 3 may comprise: the brake device comprises a rotating shaft 31 and a transmission mechanism 32, wherein the rotating shaft 31 is connected with the main shaft 21 of the first motor 2, the rotating shaft 31 is fixedly connected with the main shaft 21 of the first motor 2, one end of the transmission mechanism 32 is connected with the rotating shaft 31, the other end of the transmission mechanism 32 can be provided with a second brake pad 33, the transmission mechanism 32 can be configured to convert the rotating motion of the rotating shaft 31 into the linear motion of the second brake pad 33, and the second brake pad 33 moves towards the first brake pad 11 under the pushing of the transmission mechanism 32, so that the first brake pad 11 and the second brake pad 33 can clamp a brake disc of rail transit.
In some embodiments of the present invention, as shown in fig. 2 and 3, the transmission mechanism 32 may include: the nut 321 is coupled to the piston 322, the nut 321 is circumferentially limited to the piston 322, the other end of the nut 321 is connected to one end of the piston 322, and the other end of the piston 322 is connected to the second brake pad 33. When the brake 10 brakes normally, the rotating shaft 31 rotates, the nut 321 converts the rotating motion of the rotating shaft 31 into a linear motion, and then the nut 321 moves towards the first brake pad 11 together with the piston 322 and the second brake pad 33 to realize the braking function of the brake 10.
Wherein the rotation shaft 31 may be provided as a lead screw receiving an input torque from the main shaft 21 of the first motor 2, and when the lead screw rotates, the balls 323 move along the threaded raceway so that the nut 321 makes a linear motion. The nut 321 may be provided with a return 324, and the return 324 may prevent the balls 323 from rolling out of the raceway. Under the action of the reverser 324, the balls 323 can make closed circulation motion in the raceway, so as to form continuous rolling motion, and the ball 323 screw pair can continuously work.
In some embodiments of the present invention, as shown in fig. 2 and 3, the brake 10 may further include: and a sealing ring 5, wherein the sealing ring 5 can be arranged on the inner side wall of the mounting cavity 12, and the sealing ring 5 can be positioned between the brake caliper body 1 and the piston 322. Besides the sealing function of the sealing ring 5, the sealing ring 5 has a certain elastic force, and the sealing ring 5 can enable the piston 322 to have a certain return capacity. In particular, other elastic elements may be disposed on the piston 322 to increase the return capability of the piston 322.
In some embodiments of the invention, the brake 10 may further comprise: the speed reduction mechanism 6, the speed reduction mechanism 6 may be provided to the caliper body 1, and the speed reduction mechanism 6 may have an output shaft 61, the main shaft 21 of the first motor 2 is connected to the speed reduction mechanism 6, and the rotating shaft 31 is connected to the output shaft 61 of the speed reduction mechanism 6.
When the brake 10 needs to perform a braking function, the first motor 2 is powered on to work, after an input torque is decelerated and increased in distance from the main shaft 21 to the speed reduction mechanism 6, the torque is transmitted to the rotating shaft 31, the torque of the first motor 2 is converted into linear motion through the matching of the rotating shaft 31 and the nut 321, a thrust force is transmitted to the brake pads through the piston 322, and then the first brake pad 11 and the second brake pad 33 clamp the brake disc to realize the braking of the wheel.
In some embodiments of the present invention, as shown in fig. 1, 2, 3 and 6, the speed reduction mechanism 6 may be provided as a planetary reduction gearbox, and the planetary reduction gearbox may perform speed reduction and torque increase on the output torque of the first motor 2. The first center gear 62 is connected to the main shaft 21 of the first motor 2, the first center gear 62 receives power input from the first motor 2, and the second center gear 63 is connected to the rotary shaft 31 through the output shaft 61 to output torque. The third centre wheel is fixed on the caliper body 1, the planet wheel 64 is supported by the planet carrier 65, and the planet carrier 65 is enclosed in the planet reduction gearbox. The transmission principle is as follows: the power from the main shaft 21 is transmitted to the planet wheel 64 through the first central wheel 62, the power is transmitted to the second central wheel 63 through the planet wheel 64, the second central wheel 63 outputs the power to the rotating shaft 31 to complete speed reduction and torque increase, and the power can obtain a larger transmission ratio after being transmitted through the planet reduction gearbox.
In some embodiments of the present invention, as shown in fig. 1, 2, 3, and 5, the brake 10 further comprises: the parking device comprises a main shaft locking mechanism 7, the main shaft locking mechanism 7 can be arranged on a main shaft 21 of the first motor 2, the main shaft locking mechanism 7 can be used for locking or unlocking the main shaft 21 of the first motor 2, and when the parking function needs to be executed after parking, the parking device can be kept electrified through the first motor 2, and the main shaft locking mechanism 7 can be used for locking and driving the main shaft 21 to generate parking force through power failure so as to realize the parking function.
And, the brake caliper body 1 may further be provided with an exhaust port 14, when the first motor 2 is powered off or emergency braking needs to be performed, the hydraulic brake control valve 43 is powered off, the oil inlet 13 has hydraulic pressure from the energy accumulator 42, and the hydraulic pressure pushes the piston 322 to move linearly, so as to push the brake pad to clamp the brake disc, thereby realizing braking of the wheel. At this time, the first motor 2 and the spindle locking mechanism 7 are both de-energized, the transmission mechanism 32 is in a free state, and the rotating shaft 31 can rotate freely. At this time, in the process that the piston 322 pushes the second brake pad 33, the nut 321 also moves along with the piston 322, and at this time, the rotating shaft 31 rotates along with the piston, so that the piston 322 can be freely pushed, and the braking action is completed. Alternatively, the first electric machine 2 can also be braked urgently without losing power.
In some embodiments of the present invention, as shown in fig. 5, the spindle locking mechanism 7 may include: the brake ring 71, the armature 72 and the clutch 73, the brake ring 71 can be sleeved on the main shaft 21 of the first motor 2, a first end of the clutch 73 can be connected with the brake caliper body 1, the clutch 73 can be sleeved on the outer side of the brake ring 71 and arranged at a spacing, the armature 72 is movably arranged on the inner ring of the clutch 73 along the axial direction thereof, and the armature 72 can selectively stop against the brake ring 71. When the parking function needs to be executed, the first motor 2 is locked, the spindle 21 does not rotate any more, and the armature 72 and the brake ring 71 are stopped together, so that the parking function is realized.
In some embodiments of the present invention, as shown in fig. 5, the spindle locking mechanism 7 may further include: an electromagnet 74, the electromagnet 74 may be disposed on the caliper body 1, and a projection of the electromagnet 74 and the armature 72 has an overlapping portion in an axial direction of the main shaft 21 of the first motor 2. When the parking function needs to be executed, the spindle locking mechanism 7 works, and after the electromagnet 74 is electrified, the electromagnet 74 attracts the armature 72 to press the brake ring 71, so that the parking function is realized, and the working purpose of stopping the armature 72 and the brake ring 71 can be realized. And, when the parking function is not required to be performed, the armature 72 is separated from the brake ring 71 after the electromagnet 74 is powered down.
In some embodiments of the present invention, as shown in FIG. 5, the braking ring 71 may include: the brake ring 71 comprises a sleeving part 711 and a stopping part 712, the sleeving part 711 can be sleeved on the main shaft 21 of the first motor 2, the stopping part 712 can be arranged on the outer peripheral wall of the sleeving part 711, and the stopping part 712 can be used for stopping against the armature 72, so that the structure of the brake ring 71 can be more reasonable, and the brake ring 71 and the armature 72 can be stopped against each other better.
In some embodiments of the present invention, a surface of the abutting portion 712 opposite to the armature 72 and a surface of the armature 72 opposite to the abutting portion 712 may have friction surfaces, and when the armature 72 abuts against the abutting portion 712, the friction surfaces can increase the friction force between the armature 72 and the abutting portion 712, so as to improve the braking effect.
In some embodiments of the present invention, as shown in fig. 5, the spindle locking mechanism 7 may further include: the elastic member 75 and the inner ring of the clutch 73 may have a mounting groove 76, one end of the elastic member 75 is connected to the mounting groove 76, the other end of the elastic member 75 is connected to the armature 72, and a part of the structure of the armature 72 is located in the mounting groove 76. Wherein, the inner ring of the clutch 73 can be provided with an elastic member 75, the elastic member 75 can be provided as a spring, the armature 72 is axially limited in the mounting groove 76 of the clutch 73, and when the parking function is not required to be executed, the armature 72 can be separated from the brake ring 71 under the elastic force of the elastic member 75 after the electromagnet 74 is powered off.
When the parking function is required, the first motor 2 is locked and the spindle 21 is not rotated (the brake application direction is defined as the forward direction, and vice versa). The electromagnet 74 is energized and the armature 72 presses against the braking ring 71 against the resistance of the elastic element 75, thus forming a non-rotatable whole. Since the clutch 73 limits the overrunning direction to be the forward direction, the whole spindle locking mechanism 7 can not rotate reversely at this time, and the spindle 21 of the first motor 2 can be locked. When the parking force is insufficient, the spindle 21 may be rotated in a forward direction in a locked condition, increasing the parking force. When the electromagnet 74 is de-energized, the armature 72 returns to its original position by the elastic member 75, the armature 72 separates from the brake ring 71, and the spindle 21 is free to rotate. Alternatively, the spindle locking mechanism 7 may be integrated in the motor.
The application discloses main shaft locking mechanism 7 can also lose the electric locking with the electric locking. The scheme of adopting the power-off locking can reduce energy consumption. Meanwhile, as shown in fig. 4, the piston 322 may be provided with a groove, and correspondingly, the nut 321 may be provided with a boss. The lug boss is assembled in the groove, and a proper amount of clearance is arranged between the lug boss and the groove. In contrast, when emergency braking is performed, the piston 322 first has a stroke with an appropriate amount of clearance, and emergency braking action can be performed without the rotational shaft 31 providing a stroke. Even if the mechanical brake applying mechanism is completely locked and cannot rotate, emergency braking can still be performed. The present solution requires that under normal braking conditions, the nut 321 needs to be kept in a proper position after each braking, so as to ensure that a proper clearance can meet the requirement of emergency braking.
In some embodiments of the present invention, as shown in fig. 9, the brake 10 may further include: the parking brake control mechanism 8, the parking brake control mechanism 8 can be used for driving the moving mechanism 3 to move along the axial direction, the second brake block 33 moves towards the first brake block 11 under the pushing of the moving mechanism 3, and the first brake block 11 and the second brake block 33 can be clamped on the brake disc of the rail transit.
According to an embodiment of the present invention, as shown in fig. 11, the brake 10 may further include: the second motor 81 may have a first shaft 84 and a second shaft 85, the first shaft 84 and the second shaft 85 may be main shafts of the second motor 81, the first shaft 84 is connected to the moving mechanism 3, the second shaft 85 is connected to the power source 41, the first coupling 82 may be disposed on the first shaft 84, and the second coupling 83 may be disposed on the second shaft 85.
The second motor 81 may be used as a power source of the motor brake mechanism and also as the power source 41 of the hydraulic control mechanism 4. The first shaft 84 is connected with the moving mechanism 3, the first coupling 82 is connected with the first shaft 84 and can transmit torque, the second coupling 83 is connected with the hydraulic pump 412, under the normal condition and the braking working condition, the first coupling 82 is powered off to connect the first shaft 84, the second coupling 83 is powered off to be connected with the hydraulic pump 412, and the torque of the second motor 81 can only be transmitted into the transmission mechanism 32. When the hydraulic pressure of the accumulator 42 is insufficient, the first coupling 82 and the second coupling 83 are both powered on, the first coupling 82 is disconnected, the second coupling 83 is switched on, and the torque of the second motor 81 is transmitted into the hydraulic pump 412 to supply energy to the accumulator 42. This scheme can make hydraulic control mechanism 4 integrated at the wheel end to hydraulic line's overall arrangement on can reducing the vehicle.
As shown in fig. 9 and 10, the rail transit brake system 20 according to the embodiment of the present invention includes: the brake system comprises a control center 201, the brake 10 of the embodiment and at least one brake control unit 202, wherein the brake control unit 202 is respectively connected with the control center 201 and the brake 10. Through the cooperation of the control center 201, the brake 10 and the brake control unit 202, the brake response speed of the brake 10 can be increased, and the working reliability of the brake 10 can also be ensured, moreover, the requirement of the rail traffic brake system 20 on the hydraulic control mechanism 4 is low, the requirement on valve parts is low, under the condition that the conventional electric control mechanical brake fails, hydraulic emergency braking can be executed, the safety is high, meanwhile, the hydraulic brake and the electric control mechanical brake are integrated together, the structure is simplified compared with the single arrangement structure, in addition, the electronic intelligent control function of the rail traffic brake system 20 is strong, the complex electric control function can be realized by modifying software programs in the control system and configuring related parameters, and the rail traffic brake system is easy to be matched with a vehicle with unmanned driving.
The brake 10 may further include a manual control switch 9, the manual control switch 9 is connected to the hydraulic brake control valve 43, and the hydraulic brake control valve 43 is controlled by the manual control switch 9 and the brake control unit 202. When the vehicle needs to perform braking, the control center 201 issues a braking instruction, the braking control unit 202 receives a wheel speed signal, a motor rotor position signal, an execution mechanism braking state signal and a driving circuit current signal according to the instruction of the control center 201, vehicle state information and manual intervention conditions, and the braking control unit 202 outputs a control signal after calculation and analysis.
The power driving circuit provides currents with corresponding magnitude and direction to the first motor 2 or the second motor 81 according to the control signal, and further controls the first motor 2 or the second motor 81 to output torque, rotating speed and start and stop, so that the actuating mechanism is controlled to perform corresponding braking action, and braking force is generated. Meanwhile, the brake control unit 202 controls the parking brake control mechanism 8 to apply parking brake or perform emergency brake (safety brake) in case of system failure according to the vehicle state and the command of the control center 201, and when the emergency brake is needed, the brake control unit 202 controls the hydraulic brake control valve 43 to be opened, and pressure in the accumulator 42 is input to the movement mechanism 3 to perform the emergency brake. Meanwhile, emergency braking or braking release can be performed in a manual intervention mode, one braking control unit 202 can control a plurality of groups of braking executing mechanisms according to system setting, all the braking control units 202 can be connected through a bus, signals are communicated in real time and controlled by a control center 201, and braking of the whole vehicle is completed through cooperative cooperation.
The rail transit system according to the embodiment of the invention comprises the rail transit brake system 20 of the embodiment, the rail transit brake system 20 is arranged and installed on the rail transit system, and the rail transit brake system 20 can improve the brake response speed of the rail transit system and can also ensure the working reliability of the rail transit system.
Wherein, during the running of the vehicle, when the normal braking is required, the control center 201 applies a braking command to the braking control unit 202. In order to enable the vehicle to stop stably, the brake control unit 202 collects vehicle state information and obtains the outside and vehicle running state by combining with other sensors, calculates the optimal braking force required by each wheel in real time, drives the first motor 2, and transmits the optimal braking force to the moving mechanism 3 through the speed reducing mechanism 6, so that the torque of the first motor 2 is converted into linear motion, and the brake pads are pushed to clamp the brake disc, thereby realizing the braking of each wheel. Meanwhile, the brake control unit 202 feeds back various states of the vehicle, the road, the rail transit brake system 20, the motor and the like to the control center 201 and the connected brake control unit 202, and the motor output is adjusted in real time through the brake control unit 202, so that the whole rail transit brake system 20 is kept in an optimal state, and closed-loop control is formed. At this time, the hydraulic brake control valve 43 is in a closed state, and the hydraulic control mechanism 4 does not operate.
When the rail transit brake system 20 is out of order or emergency braking needs to be performed, the hydraulic brake control valve 43 is de-energized, and the oil circuit is closed. Oil enters the installation cavity 12 through an oil inlet 13 on the brake 10. When the rail transit brake system 20 needs to perform emergency braking (e.g., a motor failure), the hydraulic oil path can be opened by operating the hydraulic brake control valve 43, and the pressure from the accumulator 42 will push the brake pads to clamp the brake disc, thereby performing the braking function.
Also, in some cases, manual brake release is required in order for the vehicle to enter the service line. And (3) releasing braking: if the motor is normally braked, the first motor 2 is electrified and revolved by applying a brake release command, the moving mechanism 3 is retracted, so that the distance between the moving mechanism and the brake disc is increased, and the brake is released. If the rail transit brake system 20 cannot operate normally, the brake needs to be manually released. The manual brake release is to release the emergency brake by opening a relief valve of the hydraulic control mechanism 4 and releasing the pressure of the hydraulic control mechanism 4. The normal manual brake release is performed by rotating the transmission member in the main shaft 21 of the first motor 2 or the reduction mechanism 6 to rotate the rotating shaft 31, thereby increasing the distance between the brake pads and the brake disk to release the brake.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (15)
1. A brake for a rail transit braking system, comprising:
the brake caliper comprises a brake caliper body, a brake assembly and a brake assembly, wherein a first brake pad is arranged on the brake caliper body, and the brake caliper body is provided with an installation cavity;
the first motor is arranged on the brake caliper body;
the movement mechanism is located in the mounting cavity and is movably connected with the spindle of the first motor along the axial direction of the movement mechanism, the movement mechanism is provided with a second brake block, the movement mechanism is configured to convert the rotary motion of the spindle of the first motor into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the movement mechanism so as to clamp a brake disc of the rail transit;
the hydraulic control mechanism is communicated with the mounting cavity and is used for driving the motion mechanism to move along the axial direction of the motion mechanism, and the second brake pad is pushed by the motion mechanism to move towards the first brake pad so as to clamp a brake disc of the rail transit;
the main shaft locking mechanism is arranged on a main shaft of the first motor and used for locking or unlocking the main shaft of the first motor;
the spindle locking mechanism includes: the inner ring of the clutch is provided with a mounting groove, one end of the elastic piece is connected with the mounting groove, the other end of the elastic piece is connected with the armature, and part of the structure of the armature is located in the mounting groove.
2. The brake for a rail transit braking system of claim 1, wherein the hydraulic control mechanism comprises: the hydraulic brake system comprises a power source, an energy accumulator and a hydraulic brake control valve, wherein the power source is communicated with the energy accumulator, and the hydraulic brake control valve is also communicated with the energy accumulator;
the peripheral wall of the brake caliper body is provided with an oil inlet, the oil inlet penetrates through the peripheral wall to be communicated with the mounting cavity, and the hydraulic brake control valve is connected with the oil inlet through a hydraulic oil way.
3. The brake for a rail transit braking system of claim 1, wherein the motion mechanism comprises:
the rotating shaft is connected with a main shaft of the first motor;
the transmission mechanism is connected with the rotating shaft at one end and provided with a second brake block at the other end, the transmission mechanism is configured to convert the rotating motion of the rotating shaft into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the transmission mechanism so as to clamp a brake disc of the rail transit.
4. The brake for a rail transit braking system of claim 3, wherein the transmission mechanism comprises: the piston is arranged in the piston, one end of the piston is connected with the second brake block, and the other end of the piston is connected with the second brake block.
5. The brake for a rail transit braking system of claim 4, further comprising: and the sealing ring is arranged on the inner side wall of the mounting cavity and is positioned between the brake caliper body and the piston.
6. The brake for a rail transit braking system of claim 3, further comprising:
the speed reducing mechanism is arranged on the brake caliper body and provided with an output shaft, and a main shaft of the first motor is connected with the speed reducing mechanism and the rotating shaft is connected with the output shaft.
7. The brake for a rail transit braking system of claim 6, wherein the speed reduction mechanism is a planetary speed reduction gearbox.
8. The brake for a rail transit braking system of claim 1, wherein the spindle lock mechanism comprises: the brake ring is sleeved on the main shaft of the first motor, the first end of the clutch is connected with the brake caliper body, the clutch is sleeved on the outer side of the brake ring and is spaced, the armature is movably arranged on the inner ring of the clutch along the axial direction of the armature, and the armature can selectively stop against the brake ring.
9. The brake for a rail transit braking system of claim 8, wherein the spindle lock mechanism further comprises: the electromagnet is arranged on the brake caliper body, and projections of the electromagnet and the armature have an overlapped part along the axial direction of the main shaft of the first motor.
10. The brake for a rail transit braking system of claim 8, wherein the brake loop comprises: the motor comprises a sleeving part and a stopping part, wherein the sleeving part is sleeved on a main shaft of the first motor, the stopping part is arranged on the peripheral wall of the sleeving part, and the stopping part is used for stopping the armature.
11. The brake for a rail transit braking system of claim 10, wherein a surface of the abutment portion opposite the armature and a surface of the armature opposite the abutment portion each have a friction surface.
12. The brake for a rail transit braking system of claim 1, further comprising: the parking brake control mechanism is used for driving the motion mechanism to move along the axial direction of the motion mechanism, and the second brake block moves towards the first brake block under the pushing of the motion mechanism so as to clamp a brake disc of the rail transit.
13. The brake for a rail transit braking system of claim 2, further comprising: the second motor is provided with a first shaft and a second shaft, the first shaft is connected with the moving mechanism, the second shaft is connected with the power source, the first shaft is arranged on the first shaft, and the second shaft is arranged on the second shaft.
14. A rail transit brake system, comprising:
a control center;
a brake for a rail transit braking system according to any one of claims 1-13;
and the brake control unit is respectively connected with the control center and the brake.
15. A rail transit system comprising a rail transit brake system according to claim 14.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811572765.7A CN111350777B (en) | 2018-12-21 | 2018-12-21 | Brake, rail transit braking system and rail transit system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811572765.7A CN111350777B (en) | 2018-12-21 | 2018-12-21 | Brake, rail transit braking system and rail transit system |
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| CN111350777A CN111350777A (en) | 2020-06-30 |
| CN111350777B true CN111350777B (en) | 2021-11-12 |
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| CN111350777A (en) | 2020-06-30 |
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