CN216002547U - Rail vehicle electromechanical braking system - Google Patents
Rail vehicle electromechanical braking system Download PDFInfo
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- CN216002547U CN216002547U CN202122432843.7U CN202122432843U CN216002547U CN 216002547 U CN216002547 U CN 216002547U CN 202122432843 U CN202122432843 U CN 202122432843U CN 216002547 U CN216002547 U CN 216002547U
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Abstract
The utility model provides a rail vehicle electromechanical braking system, include: the master control unit outputs a braking instruction; and the braking loops corresponding to one axle are electrically connected with the master control unit, each braking loop consists of braking devices at two ends of the same axle, and each braking device comprises: the signal acquisition unit is used for acquiring and outputting a clamping force signal at the position of the brake disc and a Hall signal of the brushless direct current motor in real time; the control driving unit is electrically connected with the master control unit and the signal acquisition unit and is used for controlling the output power driving signal; the electronic mechanical brake clamp is electrically connected with the control driving unit and used for receiving the power driving signal and applying clamping force to the brake disc; two control driving units in the same brake loop are connected and output power driving signals to the braking devices at two ends of the corresponding axle in a mutually redundant manner. The utility model discloses simple structure, control are convenient, have overcome the poor shortcoming of current electromechanical braking system redundancy nature, have improved rail vehicle's the security of traveling.
Description
Technical Field
The utility model belongs to the technical field of rail vehicle's braking, especially, relate to a rail vehicle electromechanical braking system.
Background
The braking system of the vehicle can apply braking force to wheels when necessary according to the running state of the vehicle, so that the vehicle is forced to decelerate or park forcibly, and the running safety of the vehicle is guaranteed. The existing air brake system and hydraulic brake system are widely applied through development, precipitation and iterative upgrade for many years. The two traditional brake systems change the applying and relieving states of the brake actuator by controlling the flow of fluid, have the defects of large volume, low control precision, slow feedback response, complex pipelines, dependence on fluid media, easy pollution and leakage and the like, and gradually cannot meet the requirement of the rail traffic on a daily basis.
Along with the innovation of industrial control technology and the rapid development of electronic information technology, electromechanical brake systems have come into play. The electromechanical brake system takes an electric wire as a medium, transmits a brake command through an electric signal, has the advantages of simple pipeline, high energy efficiency, high response speed and the like, and has become the development trend of the brake system of the railway vehicle in the future. Although the electromechanical brake system has better safety than the conventional air brake system and hydraulic brake system, an electromechanical brake system architecture that can still ensure the normal operation of the brake function of the railway vehicle when the control drive unit or the brake actuator of the electromechanical brake system fails is urgently needed.
SUMMERY OF THE UTILITY MODEL
The utility model provides an above-mentioned technical problem, provide a rail vehicle electromechanical braking system, this braking system simple structure, control are convenient, have effectively overcome the poor shortcoming of current electromechanical braking system redundancy nature, guarantee that electromechanical braking system still can effectively brake when each components and parts are unusual, have improved the security of rail vehicle in the in-process of traveling greatly.
In order to achieve the above object, the utility model discloses a technical scheme be:
there is provided a rail vehicle electromechanical brake system comprising:
the master control unit outputs a braking instruction; and
the braking circuit that corresponds an axletree, braking circuit with the unit electricity is connected always, every braking circuit comprises the arresting gear at same axletree both ends, every arresting gear includes:
the signal acquisition unit is used for acquiring and outputting a clamping force signal applied to the brake disc by the brake pad and a Hall signal of the brushless direct current motor in real time;
the control driving unit is electrically connected with the master control unit and the signal acquisition unit, and receives and outputs a power driving signal according to the braking instruction, the clamping force signal and the Hall signal;
the electronic mechanical brake clamp is electrically connected with the control driving unit, receives a power driving signal and applies clamping force to the brake disc;
and the two control driving units in the same brake loop are connected and output the power driving signals to the braking devices at two ends of the corresponding axle in a mutually redundant manner.
In the technical scheme, after one control driving unit in the same brake loop fails, the other control driving unit performs brake control on the brake devices at two ends of the same axle, so that the railway vehicle is subjected to brake control, and when any one control driving unit fails, effective braking can still be performed, and the safety of the railway vehicle in the running process is greatly improved.
In other embodiments of the present application, each of the control drive units includes a first operating condition sensor that outputs operating condition information of the brake actuator.
In other embodiments of the present application, each of the control driving units further includes a second operating state sensor, the second operating state sensor outputs operating state information of the control driving unit, the plurality of control driving units are electrically connected to each other, and each control driving unit acquires operating state information of the other control driving units in real time.
In some other embodiments of the present application, each of the braking devices further includes a guiding unit electrically connected between the control driving unit and the electromechanical braking clamp; when at least one control driving unit or at least one brake actuator fails, the guiding units in the rest of the brake devices implement braking force distribution to update the power driving signals, and the updated power driving signals are output to the electronic mechanical brake clamps connected with the power driving signals. By arranging the guide unit, when the control drive unit or the brake actuator fails, the braking force is redistributed and compensated, so that the total braking force is ensured to be unchanged, and the normal operation of the braking function of the railway vehicle is ensured.
In some other embodiments of the present application, each of the control driving units further includes a third operating state sensor, and the third operating state sensor outputs operating state information of the guiding unit; and each control driving unit acquires the working state information of the other coaxial guide unit in real time, and the two guide units in the same brake loop are mutually redundant. By arranging the two guide units in the same brake circuit to be redundant with each other, when one guide unit fails, the other guide unit controls the brake devices at the two ends.
In other embodiments of the present application, the braking system further includes a plurality of power supply units, and the power supply units are electrically connected to the braking device in a one-to-one correspondence manner and supply power to the braking device, so as to ensure that each component in the braking device normally works.
In some other embodiments of the present application, the brake further comprises an emergency power supply unit, wherein the emergency power supply unit is connected to the brake device and is used for supplying power to the brake device when the power supply unit fails.
In other embodiments of the present application, the braking system further includes a braking signal input unit electrically connected to the general control unit, the braking signal input unit outputs the braking requirement of the driver, and the general control unit receives and converts the braking requirement into an output command.
In some other embodiments of the present application, the brake signal input unit includes one or more of a brake lever, a brake pedal, and a parking button.
In some other embodiments of the present application, the signal acquisition unit includes a force sensor and a hall sensor, the force sensor is electrically connected to the brake disc, and the hall sensor is electrically connected to the brushless dc motor; the clamping force signal and the Hall signal are detected by arranging the force sensor and the Hall sensor, and then are fed back to the control driving unit to monitor the actual braking condition of each braking device.
Drawings
Fig. 1 is a schematic overall structure diagram of a braking system according to an embodiment of the present invention;
fig. 2 is a schematic view of a railway vehicle including a braking system according to an embodiment of the present invention.
In the above figures: a brake circuit 100; a left front axle brake device 10; a right front axle brake device 20; a left rear axle brake device 30; a right rear axle brake device 40; controlling the drive unit 1; a brake actuator 2; a brake lining 3; a brake disc 4; a guide unit 5; a force sensor 6; a transmission line 7; a master control unit 8; a power supply unit 9.
Detailed Description
The present invention is specifically described below by way of exemplary embodiments. It should be understood, however, that elements, structures and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.
In the description of the present invention, it should be noted that the terms "inside", "outside", "upper", "lower", "front", "rear", and the like indicate orientations or positional relationships based on positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
The terms "first", "second" and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", "third" may explicitly or implicitly include one or more of the features.
For better understanding of the above technical solutions, the following detailed descriptions are provided with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 and 2, in an exemplary embodiment of the present invention, the braking system includes a general control unit 8 and a corresponding axle braking circuit 100 electrically connected to the general control unit, each braking circuit 100 is composed of braking devices at two ends of a same axle, and each braking device includes a signal acquisition unit, a control driving unit 1 and an electromechanical braking clamp. In the present embodiment, two brake circuits 100 are exemplified for two front and rear axles. The left front axle brake device 10 and the right front axle brake device 20 at the two ends of the front axle jointly complete the front axle brake of the carriage; the left rear axle brake device 30 and the right rear axle brake device 40 at the two ends of the rear axle jointly complete the front axle brake of the carriage.
Specifically, in this embodiment, the master control unit 8 is connected to the train to output a braking instruction; referring to fig. 1, the master control unit 8 is electrically connected to each control driving unit 1 through a transmission line 7, and performs unified management and convenient control on each braking device. The signal acquisition unit acquires and outputs a clamping force signal applied to the brake disc 4 by the brake pad 3 and a Hall signal of the brushless direct current motor in real time; the control driving unit 1 is electrically connected with the master control unit and the signal acquisition unit, and the control driving unit 1 receives and outputs a power driving signal according to a braking instruction, a clamping force signal and a Hall signal; the electromechanical brake caliper, which receives the power drive signal and applies a clamping force to the brake disc 4, is electrically connected to the control drive unit 1.
More specifically, in the present embodiment, the signal acquisition unit includes a force sensor 6 and a hall sensor, the force sensor 6 is electrically connected to the brake disk 4, and the hall sensor is electrically connected to the brushless dc motor. The control drive unit 1 is composed of a control module and a drive module. The control module receives feedback signals such as force signals, Hall signals and the like, generates control signals and transmits the control signals to the driving module; on the driving module, the low-power control signal is controlled by the three-phase six-arm full-bridge driving circuit to generate a high-power driving signal and output the high-power driving signal to the outside.
The electromechanical brake caliper includes a brake actuator 2, brake pads 3, brake discs 4 and other support structures. The brake actuator 2 comprises a brushless direct current motor and a conversion mechanism, wherein the conversion mechanism consists of a speed reduction mechanism and a motion conversion mechanism. The brushless mass motor is driven by a power driving signal to generate a rotating torque, the rotating torque is firstly decelerated by a speed reducing mechanism, then the rotating torque is converted into a translational motion by a ball screw motion pair, and the translational motion pushes the brake pad 3 to clamp the brake disc 4 so as to generate a braking force required by the braking of the vehicle. Wherein, the ball screw kinematic pair is the motion conversion mechanism.
Further, referring to fig. 1, each control driving unit 1 includes a second operating state sensor (not shown), the second operating state sensor outputs operating state information of the control driving unit 1, the control driving units 1 are electrically connected to each other, and each control driving unit 1 acquires operating state information of the other control driving units in real time. In the present embodiment, two control driving units 1 in the same brake circuit 100 are connected, and output power driving signals to the braking devices at two ends of the corresponding axle in a mutually redundant manner. In this embodiment, the operating status includes, but is not limited to, normal and fault. In particular, each control and drive unit 1 has a double channel and can control both the braking device and the braking device coaxial with the braking device. Two control driving units 1 in the same brake circuit 100 are connected, and when the working state of one control driving unit 1 is normal, the corresponding brake device is controlled by the first channel of the control driving unit 1; when the control drive unit 1 is in failure, its corresponding brake device is controlled by the second channel of the other control drive unit 1. In this embodiment, the dual channel, i.e. the control and drive unit 1, has two redundant communication interfaces, one of which communicates with the electromechanical brake caliper of the brake device in which it is located, and the other of which communicates with the electromechanical brake caliper of the other brake device which is coaxial with it.
The utility model provides a rail vehicle electromechanical braking system, two control drive unit 1 in same braking circuit 100 independently realize the control mutually noninterfere to different arresting gear under normal condition, are favorable to improving braking operation and efficiency. When one of the control drive units 1 fails, the other control drive unit 1 which is mutually redundant can receive a brake device controlled by the failure control drive unit 1, so that the brake capability of the vehicle is ensured. The structure can still effectively brake when any one control driving unit 1 fails, thereby greatly improving the safety of the railway vehicle in the running process.
Referring to fig. 1, each control drive unit 1 includes a first operating state sensor (not shown) that outputs operating state information of the brake actuator 2. In this embodiment, the operating status includes, but is not limited to, fault and normal. Specifically, in the present embodiment, the force sensor 6 outputs the monitored clamping force signal to the control driving unit 1, and the first operating state sensor obtains the clamping force signal and the brake command signal and compares the two signals to judge and output the operating state information of the brake actuator 2. And the force sensor 6 transmits a clamping force signal to the control drive unit 1 via a transmission line 7.
Furthermore, each braking device also comprises a guide unit 5, and the guide unit 5 is electrically connected between the control driving unit 1 and the electromechanical brake caliper. The power driving signal outputted from the control driving unit 1 is inputted to the UVW three phases of the brushless dc motor through the guiding unit 5. When at least one control drive unit 1 or at least one brake actuator 2 fails, the guidance units 5 in the remaining brake devices perform a braking force distribution to update the power drive signal, which is output to the electromechanical brake caliper connected thereto.
Specifically, two control drive units 1 of the braking device at two ends of the same axle respectively receive the braking instruction and the force signal and the hall signal transmitted by the signal acquisition unit, and simultaneously acquire the working state information of the other side, each control drive unit 1 calculates the braking force according to the working state information of the other side, the working state information of the electromechanical braking clamp, the braking instruction, the force signal and the hall signal to generate a power drive signal, and the power drive signal is output to the guide unit 5. The guiding unit 5 distributes braking force according to the number of braking devices in the normal working state of the railway vehicle, generates distributed power driving signals, namely updated power driving signals, and simultaneously sends the updated power driving signals to corresponding brushless direct current motors for motor control, and then controls the brake pads 3 to output braking force to clamp the brake disc 4. In the embodiment, the guiding unit 5 is arranged to redistribute and compensate the braking force when the control driving unit 1 or the brake actuator 2 fails, so that the total braking force is ensured to be unchanged, and the normal operation of the braking function of the railway vehicle is ensured.
Further, the control driving unit 1 further includes a third operating state sensor (not shown), the third operating state sensor outputs operating state information of the guiding unit 5, and each control driving unit 1 acquires operating state information of another coaxial guiding unit 5 in real time, and two guiding units 5 in the same brake circuit 100 are redundant to each other. Specifically, the third operating state sensor in this embodiment may monitor whether the guiding unit 5 has an output, and if the guiding unit 5 has only an input and no output, the operating state of the output guiding unit 5 is a fault; if the guide unit 5 has input and output, the working state of the output guide unit 5 is normal.
In particular, the guide unit 5 of each braking device has a double passage, allowing simultaneous control of the braking device and of the braking devices coaxial to it, each braking device being connected to two guide units 5 in the same braking circuit 100. When the working state of one of the guide units 5 is normal, the brake device in which the guide unit is located is controlled by the first channel of the guide unit; when the operating state of the guide unit 5 is faulty, the braking device in which it is located is controlled by the second channel of the other guide unit 5, which is coaxial. By providing two guide units 5 in the same brake circuit 100 as redundant to each other, the other guide unit 5 can control the brake devices at both ends in the event of a failure of one of the guide units 5.
Further, referring to fig. 1, the braking system further includes a plurality of independent power supply units 9, and the power supply units 9 are electrically connected to the braking device in a one-to-one correspondence manner and supply power to the braking device, so as to ensure that each component in the braking device works normally. In this embodiment, the power supply unit 9 supplies power to the control drive unit 1, the guide unit 5, and the electromechanical brake caliper in the corresponding brake device. In this embodiment, the braking system further comprises an emergency power supply unit connected to the braking device for supplying power to the braking device when the power supply unit 9 fails.
The brake signal input unit in the above embodiments includes one or more of a brake lever, a brake pedal, and a parking button. In the embodiment, displacement sensors are arranged in the brake pull rod and the brake pedal and used for detecting the displacement of the brake pull rod pulled by a driver or the brake pedal treaded by the driver, so that the displacement is converted into a displacement signal, the displacement signal is output to the master control unit, and the master control unit converts the displacement signal into a brake instruction to be output; the parking button is used for outputting a parking signal to the master control unit, and the master control unit converts the parking signal into a braking instruction to be output.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in other forms, and any person skilled in the art may use the above-mentioned technical contents to change or modify the equivalent embodiment into equivalent changes and apply to other fields, but any simple modification, equivalent change and modification made to the above embodiments according to the technical matters of the present invention will still fall within the protection scope of the technical solution of the present invention.
Claims (10)
1. A rail vehicle electromechanical brake system, comprising:
the master control unit outputs a braking instruction; and
the braking circuit that corresponds an axletree, braking circuit with the unit electricity is connected always, every braking circuit comprises the arresting gear at same axletree both ends, every arresting gear includes:
the signal acquisition unit is used for acquiring and outputting a clamping force signal applied to the brake disc by the brake pad and a Hall signal of the brushless direct current motor in real time;
the control driving unit is electrically connected with the master control unit and the signal acquisition unit, and receives and outputs a power driving signal according to the braking instruction, the clamping force signal and the Hall signal;
the electronic mechanical brake clamp is electrically connected with the control driving unit, receives a power driving signal and applies clamping force to the brake disc;
and the two control driving units in the same brake loop are connected and output the power driving signals to the braking devices at two ends of the corresponding axle in a mutually redundant manner.
2. The rail vehicle electro-mechanical brake system as defined by claim 1 wherein each of the control drive units includes a first operating condition sensor that outputs operating condition information for a brake actuator.
3. The railway vehicle electromechanical brake system as claimed in claim 2, wherein each of the control drive units further comprises a second operating state sensor, the second operating state sensor outputs operating state information of the control drive unit, the control drive units are electrically connected to each other, and each control drive unit acquires operating state information of the other control drive units in real time.
4. The rail vehicle electromechanical brake system of claim 3, wherein each of said brake devices further comprises a guide unit electrically connected between said control drive unit and said electromechanical brake caliper; when at least one control driving unit or at least one brake actuator fails, the guiding units in the rest of the brake devices implement braking force distribution to update the power driving signals, and the updated power driving signals are output to the electronic mechanical brake clamps connected with the power driving signals.
5. The rail vehicle electro-mechanical brake system as defined by claim 4 wherein each of the control drive units further includes a third operating condition sensor, the third operating condition sensor outputting operating condition information of the guidance unit; and each control driving unit acquires the working state information of the other coaxial guide unit in real time, and the two guide units in the same brake loop are mutually redundant.
6. The rail vehicle electromechanical brake system of claim 1, further comprising a plurality of independent power supply units electrically connected to and supplying power to the brake devices in a one-to-one correspondence.
7. The rail vehicle electromechanical brake system of claim 6, further comprising an emergency power supply unit connected to the brake device for supplying power to the brake device when the power supply unit fails.
8. The rail vehicle electromechanical brake system according to claim 1, further comprising a brake signal input unit electrically connected to the master control unit, wherein the brake signal input unit outputs a driver's braking request, and the master control unit receives and converts it into an output command.
9. The rail vehicle electromechanical brake system of claim 8, wherein the brake signal input unit comprises one or more of a brake lever or a brake pedal or a park button.
10. The rail vehicle electromechanical brake system of claim 1, wherein the signal acquisition unit comprises a force sensor and a hall sensor, the force sensor being electrically connected to the brake disc and the hall sensor being electrically connected to the brushless dc motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122432843.7U CN216002547U (en) | 2021-10-09 | 2021-10-09 | Rail vehicle electromechanical braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122432843.7U CN216002547U (en) | 2021-10-09 | 2021-10-09 | Rail vehicle electromechanical braking system |
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| CN216002547U true CN216002547U (en) | 2022-03-11 |
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| CN202122432843.7U Active CN216002547U (en) | 2021-10-09 | 2021-10-09 | Rail vehicle electromechanical braking system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115416634A (en) * | 2022-10-14 | 2022-12-02 | 中国铁道科学研究院集团有限公司 | Drive control device, electromechanical brake control system and method |
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2021
- 2021-10-09 CN CN202122432843.7U patent/CN216002547U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115416634A (en) * | 2022-10-14 | 2022-12-02 | 中国铁道科学研究院集团有限公司 | Drive control device, electromechanical brake control system and method |
| CN115416634B (en) * | 2022-10-14 | 2024-01-16 | 中国铁道科学研究院集团有限公司 | Driving control device, electromechanical braking control system and method |
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