KR101919075B1 - Electro-mechanical brake system for railway road and brake power system for the same - Google Patents

Abstract

In an electro-mechanical brake system for a railway car capable of generating high pressure buoyancy and a brake power system therefor, the electro-mechanical brake system for a railway car comprises a drive motor, a first rotation drive unit, an eccentric unit, a first lever unit, and a second lever unit. The drive motor is rotated by a control signal of the outside. The first rotation drive unit is rotated by rotation of the drive motor. The eccentric unit is placed to be eccentric from a rotating shaft of the first rotation drive unit, and is eccentrically rotated by rotation of the first rotation drive unit. The first lever unit has one dead end to which a first brake pad is fixated, and is connected to the eccentric unit to operate the first brake pad by eccentrically rotating the eccentric unit. Moreover, while the first lever unit is operated, the second lever unit operates a second brake pad fixated to one dead end thereof.

Description

TECHNICAL FIELD [0001] The present invention relates to an electromechanical brake system for a railway vehicle capable of generating high-pressure buoyancy, and a braking power system for the same. [0002]

The present invention relates to an electromechanical braking system for a railway vehicle, and more particularly, to an electric motor applied to a braking system for a railway vehicle to ensure accurate and precise braking control while ensuring braking force necessary for braking a railway vehicle. To an electric machine braking system for a railway vehicle capable of generating a high-pressure buoyancy capable of being operated and a braking power supply system therefor.

1 is a schematic diagram showing a braking system 10 applied to a conventional railway vehicle. 1, in a conventional railway vehicle, a brake control unit (BOU) 13 is controlled by a brake electronic control unit (ECU) 11, and the air pressure controlled through a brake control unit is controlled by a pneumatic The cylinder is actuated to generate the braking force. In addition, a dump valve is installed between the braking control device and the brake caliper. Based on the speed signal of each axle, when the wheel slides, the WSP controller controls the dump valve to pneumatically enter the brake caliper Thereby allowing the slide to recover.

In the braking system 10 of the conventional railway vehicle, as a pneumatic-based braking system, the space occupied by each bogie of the train is increased, the response speed is slow, and precision control is difficult.

Accordingly, a technique of replacing a conventional pneumatic-based braking system with an electronic braking system such as a motor has been developed. To date, a number of technologies have been developed for an electronic braking system applied to a small-sized vehicle such as an automobile, The study of electronic braking systems that can be used is very limited.

For example, Japanese Laid-Open Patent Application No. 2017-515064 discloses a braking system using a motor in which a plurality of gears are arranged. However, disposing a plurality of gears has a problem in space and an increase in weight. In addition, the high-speed railway vehicle has a very large mass (compared to a general car of 2ton and a railway vehicle of 300ton or more) in comparison with a general vehicle. Therefore, a very large braking force is required for braking. The currently commercialized electromechanical braking system for automobiles has a drawback in that it does not generate a large braking force corresponding to a railway vehicle.

Japanese Laid-Open Patent Application No. 2017-515064

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in view of the above problems, and it is an object of the present invention to provide a braking system for a railway vehicle, To an electromechanical braking system for a railway car capable of precise braking control and minimizing weight and volume.

Another object of the present invention is to provide a braking power system for an electromechanical brake system for railway vehicles.

According to an embodiment of the present invention, an electromechanical brake system for a railway vehicle includes a driving motor, a first rotation driving portion, an eccentric portion, a first lever portion, and a second lever portion. The drive motor is rotated by an external control signal. The first rotation driving portion rotates in accordance with the rotation of the driving motor. The eccentric portion is positioned eccentrically from the rotation axis of the first rotation driving portion and eccentrically rotates according to the rotation of the first rotation driving portion. A first braking pad is fixed to one end of the first lever portion and connected to the eccentric portion to operate the first braking pad according to eccentric rotation of the eccentric portion. The second lever portion operates a second brake pad fixed at one end.

In one embodiment, the apparatus may further include a gap adjusting unit that maintains a gap between the other end of the first lever unit and the other end of the second lever unit constant.

In one embodiment, the gap adjusting portion includes a first fixing portion connected to the other end of the first lever portion, a second fixing portion connected to the other end of the second lever portion, and a second fixing portion connected to the first and second fixing portions As shown in FIG.

In one embodiment, when the eccentric portion eccentrically rotates in the direction of the driving motor, the first brake pad is brought into close contact with the brake disk to perform braking.

In one embodiment, the apparatus may further include a second rotation driving unit connected to the middle of the second lever unit, the second rotation unit being a rotation axis for rotating the second lever unit as the gap adjustment unit is moved.

In one embodiment, when the eccentric portion eccentrically rotates in the direction of the driving motor, the second rotation driving portion rotates to bring the second brake pad connected to one end of the second lever portion into close contact with the brake disk.

In one embodiment, the driving unit may further include a speed reducer connected between the driving motor and the first rotation driving unit.

In one embodiment, the speed reducer may include a first gear having a rotation center that is the same as the rotation center of the first rotation drive portion.

In one embodiment, the apparatus may further include a first elastic unit fixed to one surface of the speed reducer, and a second elastic unit fixed to the opposite surface opposite to the one surface of the speed reducer.

In one embodiment, when the speed reducer rotates to perform braking, the first elastic unit is compressed, and the second elastic unit can be tensioned.

In one embodiment, the decelerator may be provided with at least one fixing hole into which protrusions for preventing driving of the driving motor or the first rotation driving part are inserted in the parking brake mode.

In one embodiment, it may further include a push rod coupled with the drive motor and advancing or retracting in a direction opposite to the braking portion in accordance with rotation of the drive motor.

In order to accomplish the object of the present invention, the braking power supply system according to an embodiment of the present invention supplies power to an electromechanical brake system for a railway vehicle, and includes a main battery, a secondary battery, a voltage sensor, and a switch. The main battery is charged from a power system of a railway vehicle. The auxiliary battery is charged from the power system of the railway vehicle. The voltage sensor senses voltage signals of the main battery and the auxiliary battery, respectively. The transfer switch selects a power source supplied to the driving motor based on the sensing signal.

In one embodiment, the switching switch may cut off power supplied to the driving motor based on the voltage sensing signal when a voltage that is difficult to drive the driving motor is sensed.

The controller may further include a parking brake switch for switching the electromechanical brake system for a railway vehicle into a parking brake mode when a voltage that is difficult to drive the driving motor is sensed based on the voltage signal of the voltage sensor.

According to the embodiments of the present invention, in the braking system of a railway vehicle which was driven using the conventional air pressure, braking is performed by a combination of a motor and a gear, more accurate and precise braking control is possible, And the compactness of the braking system can be realized by minimizing the volume and the capacity.

Particularly, eccentric rotation through the eccentric portion and the structure of the lever portion connected to the eccentric portion can be designed with a relatively simple structure, and braking force sufficient to realize braking of the railway vehicle can be obtained.

Also, by connecting the gap adjusting portion to the end of the two lever portions, even if the eccentric portion is connected to only one lever portion and driven, the pair of lever portions can drive the pair of brake pads And it is advantageous in that driving is simple, and complex gear engagement is minimized.

In addition, since the reducer is disposed between the drive motor and the eccentric portion, the torque of the eccentric portion drive can be increased, and the reducer can be formed into various shapes such as a fan shape, have.

Further, by fixing the elastic unit to both sides of the speed reducer, it is possible to prevent damage to the housing due to over rotation of the drive motor during braking, and to return to the original position so that braking force is not generated when an error occurs in the braking system, The safety of the system can be further improved.

Further, by performing the control of the automatic gap device for maintaining the braking force according to the wear of the conventional brake pad through the push rod connected to the drive motor, the configuration for driving the separate automatic gap device can be omitted, Control of the automatic gap device is possible.

In addition, since at least one fixing hole is formed in the speed reducer and the protrusion is inserted into the fixing hole, the rotation of the driving motor, the eccentric portion, and the like can be prevented and the parking brake mode can be executed. The problem of having the unit can be solved.

Meanwhile, by using a main battery and a battery capable of supplying sufficient power among the auxiliary batteries provided for each vehicle, the power supplied to the braking system can be selectively used, thereby minimizing the occurrence of errors in the braking system due to the discharge of the battery .

Particularly, when the main battery and the auxiliary battery are all discharged and can not supply sufficient electric power, the parking brake can be performed immediately, so that the railway vehicle can be stably parked in a situation where the braking system can not operate, The safety can be further improved. Also, discharge of important main battery can be prevented in advance.

1 is a block diagram illustrating a conventional pneumatic-based braking system for a railway vehicle.
2 is a schematic diagram showing an electromechanical brake system for a railway vehicle according to an embodiment of the present invention.
3 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.
4 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.
5 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.
6 is a conceptual diagram of a gap adjusting device including a push rod in a braking system for a railway vehicle according to the prior art.
7 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.
8 is a block diagram illustrating the braking power system for the electromechanical brake system for a railway vehicle of FIG.

While the present invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not limited to the disclosed embodiments. It is to be understood, however, that the invention is not intended to be limited to the particular forms disclosed, but on the contrary, is intended to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. Like reference numerals are used for like elements in describing each drawing. The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms.

The terms are used only for the purpose of distinguishing one component from another. The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise.

In the present application, the term " comprises " or " comprising ", etc. is intended to specify that there is a stated feature, figure, step, operation, component, But do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 is a schematic diagram showing an electromechanical brake system for a railway vehicle according to an embodiment of the present invention.

2, the electromechanical brake system 100 for a railway vehicle according to the present embodiment includes a driving motor 110, a driving gear 111, a speed reducer 120, a first rotation driving part 130, an eccentric part 140 A second rotation driving part 150, a gap adjusting part 160, a first lever part 170, a second lever part 180 and a braking part 190.

The driving motor 100 is rotated by an external control signal and is rotationally driven by a power source provided from the outside. In this case, the driving motor 100 can be rotated clockwise or counterclockwise, and the braking of the braking portion, which will be described later, is engaged or the braking is relieved according to the rotating direction.

The driving gear 111 is formed along the outer circumferential surface of the driving motor 100 and is gear-engaged with the speed reducer 120.

The speed reducer 120 is coupled to the driving gear 111 to reduce the rotational speed of the driving motor 100 and to increase the rotational torque of the first rotational driving part 130 coupled to the speed reducer 120 . In the present embodiment, the speed reducer 120 rotates in a direction opposite to the rotation direction of the driving motor 100.

The first rotation driving part 130 is coupled with the reduction gear 120 and rotates and rotates at an increased torque by the reduction gear 120. In this case, the first rotation driving part 130 rotates in a direction opposite to the rotation direction of the speed reducer 120, and can gear-engage with the speed reducer 120.

The eccentric part 140 has a rotation center 141 eccentric by a predetermined distance e from the rotation center 131 of the first rotation drive part 130, 131, it eccentrically rotates.

In this case, the eccentric part 140 may be integrally formed with the first rotation driving part 130, or may be coupled to the first rotation driving part 130 through a separate coupling unit. The central position of the eccentric portion 140 is set in a negative first direction (-X direction) and a positive second direction (-X direction) in the direction shown in FIG. 2 with respect to the rotation center 131 of the first rotation driving portion 130. [ Direction (+ Y direction).

2, the first direction is parallel to the direction in which the braking disc 193 of the braking unit 190 extends in the positive direction toward the braking unit 190, The second direction is defined as a direction that is upward in the direction perpendicular to the brake disk 193 and a direction that is upward in the positive direction.

A first braking pad 191 of the braking unit 190 is fixed to one end of the first lever unit 170 and a first braking unit 161 of the gap adjusting unit 160, Is fixed. The eccentric portion 140 is connected to the middle of the first lever portion 170. In this case, the first lever part 170 rotates in accordance with the rotation of the eccentric part 140, and the first lever part 170 also moves in the same direction along the direction in which the eccentric part 140 moves do.

The second braking pad 192 of the braking unit 190 is fixed to one end of the second lever unit 180 and the second braking pad 192 of the gap adjusting unit 160 163 are fixed. In addition, the second rotation driving part 150 is connected to the middle of the second lever part 180.

In this case, the second rotation driving part 150 may be positioned symmetrically with respect to the first rotation part 130 and the driving motor 110, and the position may be variously changed according to the design.

Also, the second lever portion 180 is connected to the second rotation driving portion 150 so as to be fixed. As the second rotation driving part 150 rotates, the second lever part 180 also rotates about the central axis 151. In addition, the second rotation driving part 150 may rotate about the central axis 151. As the second rotation driving part 150 rotates, As shown in FIG.

The gap adjusting part 160 includes a first fixing part 161 to which the other end of the first lever part 170 is connected and a second fixing part 163 to which the other end of the second lever part 180 is connected And a connecting portion 162 connecting the first and second fixing portions 161 and 163 to each other.

In this case, the first fixing part 161 rotates according to the movement of the first lever part 170. However, as the first lever part 170 moves in the downward direction as indicated by an arrow, The first fixing portion 161 is also rotated, and the connection portion 162 is moved to the side. Accordingly, as the connecting portion 162 moves to one side, the second fixing portion 163 rotates relative to the second fixing portion 163, And is rotated in the direction shown by an arrow about the central axis 151. [

The braking unit 190 includes a first braking pad 191 connected to one end of the first lever unit 170 and operated in accordance with the movement of the first lever unit 170, A second braking pad 192 connected to one end of the first braking pad 180 and operated according to the movement of the second lever 180 and a second braking pad 192 disposed between the first and second braking pads 191, And a braking disc 193.

Thus, when the first and second brake pads 191 and 192 are brought into close contact with the brake disc 193, the brakes are engaged, and when the first and second brake pads 191 and 192 are separated from each other, braking is relieved.

In this embodiment, the braking mechanism according to the rotation of the driving motor 110 will be described below.

For example, when the driving motor 110 rotates in the clockwise direction indicated by the arrow in FIG. 2, the speed reducer 120 engaged with the driving motor 110 rotates counterclockwise, decelerates the rotation speed, and increases the torque. The eccentric portion 140 rotates in a clockwise direction, and the eccentric portion 140 rotates in a clockwise direction in accordance with the rotation of the speed reducer 120. The eccentric portion 140 rotates in a clockwise direction, (E) eccentrically starts to move in the direction of the driving motor 110, that is, in the negative second direction -Y.

2, the first direction X is perpendicular to the direction in which the brake disc 193 is extended, and the first direction X is perpendicular to the second direction Y. In this case, The direction parallel to the direction in which the brake disc 193 extends is as described above.

When the eccentric part 140 moves in the second negative direction, the eccentric part 140 is eccentric at a predetermined distance e, and the first rotation driving part 130 rotates at a predetermined torque T, the eccentric portion 140 is moved by a predetermined force (F = T / e).

Since the force by which the eccentric portion 140 is moved is proportional to the torque of the first rotation driving portion 130 and inversely proportional to the eccentric distance e, the driving motor 110 and the speed reducer 120 ), And the like, so that the required force can be designed.

When the eccentric portion 140 starts to move in the negative second direction, the first lever portion 170 fixed to the eccentric portion 140 is also moved in the negative second direction -Y The first braking pad 191 is also moved in the negative second direction to closely contact the braking disc 193.

Meanwhile, when the first lever part 170 is moved in the negative second direction, the first fixing part 161 fixed to the other end of the first lever part 170 is also moved in the negative second direction The whole of the gap adjusting part 160, that is, the connecting part 162 and the second fixing part 163 move in the negative second direction -Y.

Accordingly, the second lever portion 180 connected to the second fixing portion 163 also moves in the negative second direction. In this case, the second rotation driving portion 150 moves the center shaft 151 And is rotated clockwise as shown in the center. The second lever portion 180 rotates about the center axis 151 of the second rotation driving portion 150 and is fixed to one end of the second lever portion 180, (+ Y) in the positive second direction and comes into close contact with the brake disc 193. [

As described above, as the drive motor 110 rotates clockwise, the first and second brake pads 191 and 192 are brought into close contact with the brake disc 193 to perform braking.

Alternatively, when the drive motor 110 is rotated in the counterclockwise direction, the first and second brake pads 191 and 192 closely contacted by the brake disc 193 are opened and the brake is stopped.

As in the present embodiment, since the braking can be performed only by the rotation drive of the drive motor 110, the braking control can be performed more accurately and precisely, and the braking system can be designed compactly. Furthermore, by varying the rotational speed of the drive motor 110, the gear combination ratio with the speed reducer, the eccentric amount e of the eccentric portion, etc., it is possible to optimally derive the pressing force required for braking the railway vehicle.

3 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.

The electromechanical braking system 200 for a railway vehicle according to the present embodiment is configured such that a fan-shaped first gear 220 having the rotation center 241 of the first rotation drive portion 230 as a rotation center is disposed in the first rotation portion 230, And is substantially the same as the braking system 100 described with reference to Fig. 2, except for the rotation drive of the first rotation driving portion 230 and the eccentric portion 240, so that redundant description will be omitted.

3, the electromechanical brake system 200 for a railway vehicle according to the present embodiment includes a driving motor 210, a driving gear 211, a first rotation driving part 230, an eccentric part 240, And a rotation driving unit 250. Each of the driving motor 110, the driving gear 111, the first rotation driving unit 130, the eccentric unit 140, and the second rotation driving unit 150).

The driving motor 210, the driving gear 211, the first rotation driving part 230, the eccentric part 240 and the second rotation driving part 250 in the present embodiment are accommodated by the receiving part 201, Respectively.

Further, the braking system 200 in this embodiment includes the first and second lever portions 170 and 180, the gap adjusting portion 160, and the braking portion 190, And the like are the same as in the braking system 100 described above. However, the operation of the braking system 200 will be described later.

Meanwhile, in this embodiment, the fan-shaped first gear 220 is applied to the reduction gear.

In other words, a first gear 220 having a fan shape is applied to the speed reducer gear-coupled to the driving gear 211 of the driving motor 210, and the circumferential surface of the first gear 220 The rotation center of the first gear 220 having the sector shape is rotated to be the same as the center of rotation of the first rotation driving part 230.

As described above, since the first gear 220 is used as the speed reducer, the speed reducer has its own reduction ratio and can be replaced with a complicated shape reducer. Thus, the rotation shaft for rotating the speed reducer can be omitted, I can minimize the size.

In this case, the first gear 220 may have a sector shape as shown in the figure, and the length and radius of the sector of the sector may be variously designed. Further, only the center of the rotation axis coincides with the center of rotation of the first rotation driving part 230, and it can be formed in various shapes other than the sector shape for strength reinforcement.

When the driving motor 210 rotates in the clockwise direction as shown in the figure, the first gear 220 rotates counterclockwise about the rotation center 231 of the first rotation driving part 230, At the same time, the first rotation driving part 230 also rotates counterclockwise. The eccentric portion 240 eccentric by a predetermined distance from the rotation center 231 of the first rotation driving portion 230 moves in the negative second direction -Y, 1 brake pad 191 is moved in the negative second direction -Y by the first lever portion 170 and is brought into close contact with the brake disc 193. [

Likewise, as the eccentric portion 240 moves in the negative second direction, the gap regulating portion 160 connected to the other end of the first lever portion 170 is also moved in the negative second direction, The second lever portion 180 connected to the other end of the adjusting portion 160 is also moved in the same direction. In this case, since the second rotation driving portion 250 is rotatable in a fixed state, Is rotated about the second rotation driving part 250. [

Accordingly, the second brake pad 192 connected to one end of the second rotation driving part 250 is moved in the positive second direction (+ Y) and is brought into close contact with the brake disk 193.

In contrast, when the drive motor 210 rotates counterclockwise, the braking operation is interrupted.

That is, in this embodiment, although the reduction gear is replaced with the first gear, it is possible to perform the same braking mechanism, so that the same level of braking can be performed by minimizing the weight and volume while still having a more compact design.

4 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.

The electromechanical braking system 300 for a railway vehicle according to the present embodiment is substantially identical to the braking system 200 described with reference to Fig. 3, except that it further includes first and second elastic units 310, The same reference numerals are used for the same components, and redundant descriptions are omitted.

Referring to FIG. 4, the electromechanical brake system 300 for a railway vehicle according to the present embodiment further includes first and second elastic units 310 and 320.

In this case, the first elastic unit 310 includes a first block 311 and a first elastic part 312, and the first block 311 is fixed to one surface of the storage part 201 The first elastic part 312 extends from the first block 311 and is fixed to the oblique surface of the first gear 220.

The second elastic unit 320 includes a second block 321 and a second elastic part 322. The second block 321 is fixed to the other surface of the receiving part 201, The second elastic portion 322 is fixed to the other oblique surface of the first gear 220.

In this case, the first and second elastic portions 312 and 322 may all be springs.

When the first gear 220 rotates counterclockwise about the rotation center 231 of the first rotation driving part 230, the first elastic part 312 is compressed and the second elastic part 322 ) Is stretched.

As described above, when the driving motor 210 rotates clockwise, braking can be performed. In this case, when the driving motor 210 rotates unnecessarily due to driving errors or the like, an unnecessary braking force is applied, The pad is worn, the storage container is broken, and a safety accident such as sudden braking is generated.

The first elastic part 312 is compressed and the second elastic part 322 is pulled and the rotation force of the driving motor 210 is applied to the first gear 220, Is prevented from rotating beyond the set rotation amount.

Alternatively, when the braking operation is interrupted, the first gear 220 can be immediately rotated in the clockwise direction due to the elastic force of the compressed first elastic portion 312 and the tensioned elastic portion 322 Accordingly, it is possible to perform an immediate braking stop without driving the drive motor 210, and the safety can be further improved in an imminent situation such as a failure of the braking device due to such rapid swinging solution.

5 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.

The electromechanical brake system 400 for a railway vehicle according to the present embodiment is substantially the same as the braking system 200 described with reference to Fig. 3, except that the push rod 410 is further included, so that the same Reference numbers are used and redundant descriptions are omitted.

Referring to FIG. 5, the electromechanical brake system 400 for a railway vehicle according to the present embodiment further includes a push rod 410. 6 is a conceptual diagram of a gap adjusting device including a push rod in a braking system for a railway vehicle according to the prior art.

In general, in an electromechanical braking system, it is essential to control the distance from the braking disc in accordance with the wear of the brake pad. Accordingly, an automatic interval adjusting device is also necessary in a pneumatic brake system 10 for a railway vehicle. The automatic interval adjusting device is characterized in that when the brake caliper of the braking system is operated, the push rod 19 is operated to control the interval between the brake pad and the brake disk so that the set distance is maintained, Same as.

The present embodiment is characterized in that the operation of the push rod 19 in the conventional pneumatic-based braking system is performed simultaneously by driving the drive motor 210.

That is, as shown in FIG. 5, the push rod 410 in this embodiment is gear-coupled to the drive gear 211 of the drive motor 210. A gear is formed on one surface of the push rod 410 and connected to the driving gear 211.

Thus, as the drive motor 210 rotates clockwise to perform braking, the push rod 410 advances in a direction opposite to the braking unit 190, that is, toward the gap adjusting unit 160, Accordingly, the push rod can operate the gap adjusting part 160. [

That is, through the operation of the push rod 410, the operation of the automatic gap adjusting device (the gap adjusting portion 160 in this embodiment) in the prior art is performed through the present embodiment.

As described above, in this embodiment, the same function as the gap adjusting device in the conventional braking system can be performed at the same time in addition to the braking performed only by driving the driving motor.

7 is a schematic diagram showing a part of an electromechanical brake system for a railway vehicle according to another embodiment of the present invention.

The electromechanical brake system 500 for a railway vehicle according to the present embodiment is substantially the same as the braking system 200 described with reference to Fig. 3, except that a fixing hole 510 is formed in the first gear 220, The same reference numerals are used for components, and redundant descriptions are omitted.

Referring to FIG. 7, in the braking system 500 of the present embodiment, a fixing hole 510 is formed in the first gear 220. In addition, although not shown, a bar-shaped insertion member may be inserted into the fixing hole 510. Further, although one fixing hole 510 is shown, a plurality of fixing holes 510 may be formed, so that a plurality of insertion members can be inserted.

As in the present embodiment, the fixing hole 510 is formed in the first gear 200, and when the insertion member is inserted into the fixing hole 510, The gear 200 stops rotating and is fixed at the position.

Therefore, by fixing the position of the first gear 200 in the parked state of the railway vehicle, that is, in the parking brake mode, the braking pad held in close contact with the brake disk can be maintained to maintain the braking state. Particularly, in the parking braking mode, there is a high possibility that no separate power source is supplied from the outside, so that the braking state can be maintained without a separate power supply for driving the driving motor 210.

On the other hand, in addition to the above-mentioned fixed hole structure, a structure in which hooks are coupled can also be possible.

8 is a block diagram illustrating the braking power system for the electromechanical brake system for a railway vehicle of FIG.

Referring to FIG. 8, in the electromechanical braking system for a railway vehicle according to the above-described embodiments, power must be supplied, and the power thus supplied drives the driving motors 110 and 210, Lt; / RTI >

To this end, the braking power supply system 20 includes a main battery 22 and auxiliary battery 23, a voltage sensor 24 and a transfer switch 25, which are charged from a railway vehicle power supply system 21, The parking brake switch 27 is provided for the braking system 500 capable of performing the mode.

The main battery 22 is a main power storage device of a railway vehicle, and the auxiliary battery 23 is an auxiliary power storage device provided for each railroad car. The braking system may receive power from either the main battery 22 or the auxiliary battery 23. In this case, the main battery 22 and the auxiliary battery 23 may be supplied from the voltage sensor 24, It is possible to select a battery that can sense the voltage of the battery and provide sufficient power for the operation of the braking system.

That is, based on the voltage sensed by the voltage sensor 24, the main battery 22 and the auxiliary battery 23 are disconnected from the power supply of the insufficient battery through the transfer switch 25 So that the power supply battery can be selected. Thus, an operation error of the braking system due to power shortage can be prevented beforehand, and the main battery of the vehicle is prevented from being discharged.

On the other hand, in the case of the braking system 500 in which the parking brake mode is performed, it is necessary to immediately prevent the occurrence of a safety accident due to an operation error of the braking system through the execution of the parking brake mode if the power supply that can be supplied is insufficient.

Thus, if the voltage signal provided from the voltage sensor 24 is also supplied to the parking brake switch 27, and the voltage supplied from the voltage sensor 24 corresponds to a low voltage and the operation of the braking system is difficult, The parking brake switch 27 immediately operates to switch the braking system 500 to the parking braking mode. That is, according to the operation of the parking brake switch 27, the insertion member is guided to be inserted into the fixing hole 510 of the braking system 500, so that the operation of the first gear 220 is stopped, .

Accordingly, it is possible to prevent an operation error from occurring due to unreasonable operation of the braking system in a state where the operating power is insufficient, and to prevent a safety accident.

If the parking brake switch 27 is operated as described above, if the actual railway vehicle stops traveling and the main battery 22 and the auxiliary battery 23 are both discharged because no power is supplied from the outside, The parking brake switch 27 is operated so that the railway vehicle is switched to the parking brake mode.

According to the embodiments of the present invention as described above, braking is performed by a combination of a motor and a gear in a braking system of a railway vehicle that has been driven using conventional air pressure, thereby enabling more accurate and precise braking control, It is possible to realize a compact braking system by minimizing the volume and the capacity.

Particularly, eccentric rotation through the eccentric portion and the structure of the lever portion connected to the eccentric portion can be designed with a relatively simple structure, and braking force sufficient to realize braking of the railway vehicle can be obtained.

Also, by connecting the gap adjusting portion to the end of the two lever portions, even if the eccentric portion is connected to only one lever portion and driven, the pair of lever portions can drive the pair of brake pads And it is advantageous in that driving is simple, and complex gear engagement is minimized.

Further, the reduction gear can be disposed between the drive motor and the eccentric portion to increase the torque of the eccentric portion drive. By forming the reducer in various shapes such as a sector shape, it is possible to omit a separate reduction gear, have.

Further, by fixing the elastic unit to both sides of the speed reducer, it is possible to prevent damage to the housing due to over rotation of the drive motor during braking, and to return to the original position so that braking force is not generated when an error occurs in the braking system, The safety of the system can be further improved.

Further, by performing the control of the automatic gap device for maintaining the braking force according to the wear of the conventional brake pad through the push rod connected to the drive motor, the configuration for driving the separate automatic gap device can be omitted, Control of the automatic gap device is possible.

In addition, since at least one fixing hole is formed in the speed reducer and the protrusion is inserted into the fixing hole, the rotation of the driving motor, the eccentric portion, and the like can be prevented and the parking brake mode can be executed. The problem of having the unit can be solved.

Meanwhile, by using a main battery and a battery capable of supplying sufficient power among the auxiliary batteries provided for each vehicle, the power supplied to the braking system can be selectively used, thereby minimizing the occurrence of errors in the braking system due to the discharge of the battery .

Particularly, when the main battery and the auxiliary battery are all discharged and can not supply sufficient power, the parking brake can be performed immediately, so that the railway vehicle can be stably parked in a situation where the braking system can not operate, Can be further improved. Also, discharge of important main battery can be prevented in advance.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the present invention as defined by the following claims. It can be understood that it is possible.

The electromechanical braking system for a railway vehicle according to the present invention has industrial applicability that can be used as a braking device for a railway vehicle.

100, 200, 300, 400, 500: Braking system
110, 210: drive motor 120: speed reducer
130, 230: first rotation driver 140, 240: eccentric portion
150, 250: second rotation driving part 160: gap regulating part
170: first lever part 180: second lever part
190: Disengaged portion 201: Storage portion
220: first gear 310: first elastic unit
320: second elastic unit 410: push rod
510: Fixing hole 20: Braking power system

Claims (15)

A driving motor rotated by an external control signal;
A first rotation driving unit that rotates in accordance with the rotation of the driving motor;
An eccentric part eccentrically rotated from the rotation axis of the first rotation driving part and eccentrically rotated in accordance with rotation of the first rotation driving part;
A first lever part fixed to a first end of the first braking pad and connected to the eccentric part to operate the first braking pad according to eccentric rotation of the eccentric part;
A second lever portion fixed to a second braking pad at an end of the first braking pad and operating the second braking pad; And
A first fixing part connected to the other end of the first lever part, a second fixing part connected to the other end of the second lever part, and a connection part connecting the first and second fixing parts, And a gap adjusting unit that maintains a constant distance between the other ends of the first and second lever parts. delete delete The method according to claim 1,
When the eccentric portion eccentrically rotates toward the driving motor,
Wherein the first brake pad is in close contact with the brake disk to perform braking. The method according to claim 1,
Further comprising a second rotation driving part connected to the middle of the second lever part and serving as a rotation axis for rotating the second lever part as the gap adjusting part is moved. 6. The method of claim 5,
When the eccentric portion eccentrically rotates toward the driving motor,
And the second rotation driving portion rotates to bring the second brake pad connected to one end of the second lever portion into close contact with the brake disk. The method according to claim 1,
Further comprising a speed reducer connected between the drive motor and the first rotation drive portion. 8. The automatic transmission according to claim 7,
And a first gear having the same rotation center as the rotation center of the first rotation drive portion. 9. The method of claim 8,
A first elastic unit fixed to one surface of the speed reducer; And
And a second elastic unit fixed to an opposite surface opposite to the one surface of the speed reducer. 10. The method of claim 9,
Wherein when the reduction gear rotates and braking is performed, the first elastic unit is compressed and the second elastic unit is tensioned. 8. The automatic transmission according to claim 7,
Wherein at least one fixing hole is formed in the parking brake mode in which protrusions for preventing driving of the driving motor or the first rotation driving part are inserted. The method according to claim 1,
Further comprising a push rod coupled to the drive motor and forward or backward in a direction opposite to the braking portion in accordance with rotation of the drive motor. A braking power system for supplying power to an electromechanical braking system for a railway vehicle according to claim 1,
A main battery charged from the power system of the railway car;
An auxiliary battery charged from a power system of the railway vehicle;
A voltage sensor for sensing a voltage signal of each of the main battery and the auxiliary battery; And
And a change-over switch for selecting a power source supplied to the drive motor based on the detection of the voltage signal. 14. The apparatus according to claim 13,
Wherein the control unit cuts off the power supplied to the drive motor when a voltage that is difficult to drive the drive motor is detected based on the voltage signal detection. 14. The method of claim 13,
And a parking brake switch for switching the electromechanical brake system for railway vehicles into a parking brake mode when a voltage that is difficult to drive the driving motor is sensed based on the voltage signal of the voltage sensor.

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