KR102044299B1 - Electro-mechanical brake system using a wheel slide protection controller and method for electro-mechanical braking using the same - Google Patents

Abstract

The present invention relates to an electro-mechanical brake system using a WSP controller, capable of performing stable slide prevention of a high-speed railroad and optimizing a system by minimizing volume, by controlling a brake signal using a wheel slide protection system (WSP). The electro-mechanical brake system includes a brake electric control unit, a WSP control unit, a brake signal control unit, an inverter, and a driving unit. The brake electric control unit generates a first control signal. The WSP control unit determines whether the high-speed railroad slides by receiving a speed signal of a vehicle wheel in a railroad vehicle. So, the WSP control unit generates a second control signal. The brake signal control unit generates a third control signal by converting a signal based on the first control signal and the second control signal. The inverter receives the third control signal and converts power received from a power unit. The driving unit generates a driving force by the converted power as much as output included in the third control signal and applies a braking force to a brake disc or releases the braking force.

Description

ELECTRO-MECHANICAL BRAKE SYSTEM USING A WHEEL SLIDE PROTECTION CONTROLLER AND METHOD FOR ELECTRO-MECHANICAL BRAKING USING THE SAME}

The present invention relates to an electromechanical braking system and an electromechanical braking method using the same. More particularly, by controlling a braking signal using a wheel slide protection system (WSP), a more stable high-speed rail sliding prevention is performed. The present invention relates to an electromechanical braking system using a WSP controller capable of optimizing and configuring a system by minimizing volume, and an electromechanical braking method using the same.

1 is a schematic diagram showing a braking system 10 applied to a conventional railway vehicle. As shown in FIG. 1, in a conventional railway vehicle, a braking control unit (BOU or BCU) 16 is controlled by a brake electronic control unit (ECU) 14 to brake the railway vehicle. The dump valve 18 operates the pneumatic braking unit 19, that is, the braking caliper, by means of the air delivered from the reservoir 15. In this case, the WSP control unit 11 receives the speed signal of the wheel of the railway vehicle. Feedback control of the dump valve 18 on the basis of the results sensed by the sensor unit (13).

Such a conventional railway vehicle braking system 10 is a pneumatic-based braking system, which should be provided with a compressed air cylinder 15 for providing pneumatic pressure. There is a disadvantage that precision control is difficult.

In addition, since the pneumatic line 17 must be installed in a complicated manner, there is a disadvantage in that the design problem or the installation problem is increased.

Therefore, a technology for replacing a conventional pneumatic-based braking system with an electronic braking system such as a motor has been developed. Until now, a number of technologies have been developed for an electronic braking system applied to a small vehicle such as a car. There is little research on possible electronic braking systems.

As related prior arts, there are Republic of Korea Patent Publication No. 2015-0118644, Republic of Korea Patent Registration No. 10-1546950, etc., but all are just a technology for a pneumatic-based braking system.

Republic of Korea Patent Publication No. 2015-0118644 Republic of Korea Patent No. 10-1546950

Accordingly, the technical problem of the present invention was conceived in this respect, and an object of the present invention is to control the braking signal by using a wheel slide protection system (WSP), thereby performing a more stable high-speed rail slide prevention and minimizing the volume. The present invention relates to an electromechanical braking system using a WSP controller that can be configured to optimize the system.

In addition, another object of the present invention relates to an electromechanical braking method using the electromechanical braking system.

An electromechanical braking system according to an embodiment for realizing the object of the present invention includes a braking electronic controller, a WSP controller, a brake signal controller, an inverter and a driver. The braking electronic controller generates a first control signal. The WSP control unit receives the speed signal of the wheel of the railway vehicle to determine whether to slide, and generates a second control signal. The brake signal controller converts a signal based on the first control signal and the second control signal to generate a third control signal. The inverter receives the third control signal and converts the power supplied from the power supply unit. The driving unit generates a driving force by the converted power as much as the output included in the third control signal to input or release the braking force to the braking disk.

In one embodiment, the first control signal may be a voltage signal generated to correspond to the amount of braking force required for braking the railway vehicle.

The second control signal may be a voltage signal (HV signal) for maintaining or supplying a braking force applied to the braking disk, or a voltage signal (RV signal) for releasing the braking force.

In one embodiment, the HV signal and the RV signal may be selectively provided based on the speed signal of the wheel to change the third control signal.

In example embodiments, the third control signal may be a control signal for commanding the output of the driving unit to the inverter, and the magnitude of the output of the driving unit may be determined by the third control signal.

In one embodiment, the inverter and the drive unit may be arranged to be adjacent to the braking disk to form an EMB braking unit.

In one embodiment, the inverter is spaced apart from the drive unit, it may be stored in the interior of the railway vehicle.

In one embodiment, the braking electronic control unit and the braking signal control unit may be integrally modularized so that the first control signal is transmitted through mutual communication.

In the electromechanical braking method according to an embodiment for realizing another object of the present invention described above, the braking electronic controller generates a first control signal. The WSP control unit receives the speed signal of the wheel of the railway vehicle to determine whether to slide, and generates a second control signal. The braking signal controller generates a third control signal based on the first control signal and the second control signal. The inverter receives the third control signal and converts the power supplied from the power supply. The driving unit generates a driving force by the converted power as much as the output included in the third control signal to input or release the braking force to the braking disk.

According to the embodiments of the present invention, in the braking system of a railway vehicle driven by using the conventional pneumatic, by performing the braking using the electric signal, more accurate and precise braking control is possible, it is possible to remove the pneumatic providing configuration The compact braking system can be achieved by minimizing volume and capacity.

That is, in the conventional pneumatic braking system of a railroad car, the anti-skid anti-skid system can be implemented by replacing the dump valve, which is necessary, with a braking signal controller, and controlling the voltage signal applied to the inverter. In addition, a stable braking system can be realized.

In particular, the pneumatic-based braking electronic control unit and the WSP control unit used in the conventional pneumatic braking system of the railway vehicle can be employed as it is, so that the braking system can be implemented through a minimum configuration change. That is, the system to be replaced may be modularized and applied to a conventional system. Accordingly, the basic equipment of the conventional pneumatic braking system may be utilized as it is to improve usability and applicability.

In addition, it is possible to omit the pneumatic supply line, to perform signal connection between each control system with an electric signal line such as a voltage, and to provide a signal through communication as necessary, thereby providing a more accurate and simplified braking system. It is possible to implement.

1 is a block diagram showing a pneumatic based braking system for a railway vehicle according to the prior art.
2 is a block diagram illustrating an electromechanical braking system according to an embodiment of the present invention.
3 is a graph illustrating an example of an anti-skid control logic using the electromechanical braking system of FIG.
Figure 4 is a block diagram showing an electromechanical braking system according to another embodiment of the present invention.
Figure 5 is a block diagram showing an electromechanical braking system according to another embodiment of the present invention.
FIG. 6 is a flowchart illustrating an electromechanical braking method using the electromechanical braking system of FIGS. 2 to 5.

As the inventive concept allows for various changes and numerous modifications, the embodiments will be described in detail in the text. However, this is not intended to limit the present invention to a specific disclosed form, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. In describing the drawings, similar reference numerals are used for similar elements. Terms such as first and second 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 herein is for the purpose of describing particular example embodiments only and is not intended to be limiting of the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

In this application, the terms "comprise" or "consist of" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, and one or more other features. It is to be understood that the present invention does not exclude the possibility of the presence or the addition of numbers, 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. Terms such as those defined in the commonly used dictionaries should be construed as having meanings consistent with the meanings in the context of the related art and shall not be construed in ideal or excessively formal meanings unless expressly defined in this application. Do not.

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

2 is a block diagram illustrating an electromechanical braking system according to an embodiment of the present invention.

Referring to FIG. 2, the electromechanical braking system 100 according to the present embodiment includes a brake electronic control unit 110, a power supply unit 120, a braking signal control unit 130, an EMB braking unit 140, and a WSP control unit 150. And a sensor unit 160, wherein the EMB braking unit 140 includes an inverter 141 and a driver 142.

The electromechanical braking system 100 according to the present embodiment omits the compressed air cylinder 15 and the dump valve 18 in the braking system 10 according to the conventional art described with reference to FIG. To replace the braking signal controller 130.

In addition, since the braking signal controller 130 performs control through an electrical signal, the conventional pneumatic line 17 is also omitted, and instead, the power line 121 is connected to the power supply unit 120.

More detailed description of the structural features of the electromechanical braking system 100 according to the present embodiment is as follows.

That is, the braking electronic controller 110 corresponds to an electronic control unit (ECU), and when the braking command and the speed information are provided from a vehicle control unit (VCU) of a railway vehicle, the braking force required based on the braking command and the speed information are provided. The operation generates a first control signal corresponding to the calculated magnitude of the braking force.

In this case, if a regenerative braking system is applied to the railway vehicle, the braking electronic controller 110 receives information provided from the vehicle controller and information on the regenerative braking simultaneously, and calculates a necessary braking force based on the same. The first control signal corresponding to the calculated magnitude of the braking force is generated.

The first control signal generated as described above is a signal related to a braking command provided directly to the braking signal controller 130 and may be a voltage signal.

That is, in the conventional braking system using pneumatic pressure, a signal generated from the ECU is a signal provided to the braking control device BOU or BCU and is a voltage signal for controlling the EP valve.

However, in the present embodiment, a signal for controlling the electro-pneumatic switching valve is not necessary and ultimately a voltage signal for controlling the inverter 141 described later is required.

Accordingly, when the brake electronic controller 110 according to the present embodiment has the same configuration as a conventional ECU, the voltage signal generated by the brake electronic controller 110 is converted into a signal for controlling the inverter 141. In order to convert the signal, the brake signal controller 130 is positioned between the brake electronic controller 110 and the inverter 141.

That is, the first control signal, which is a voltage signal generated from the braking electronic controller 110, is provided to the braking signal controller 130.

The power supply unit 120 supplies power to the inverter 141, and a power line 121 is connected between the power supply unit 120 and the inverter 141 to provide power.

In this case, the supplied power is DC power, which is converted into AC power through the inverter 141 and ultimately corresponds to power for driving the driving unit 142.

The power supply unit 120 may be a power supply for providing a DC power supply. Accordingly, the power supply unit 120 may be a railroad vehicle control power supply provided in the railroad vehicle. That is, the power supply unit 120 does not need to be separately provided, and may be replaced with the railway vehicle control power provided in the existing railway vehicle. Accordingly, the power line 121 may be replaced with the railway vehicle control power and the inverter 141. ) To supply power to the inverter 141.

Alternatively, a separate inverter dedicated power supply unit may be provided to supply power only to the inverter 141. Thus, by supplying power exclusively to the inverter 141, more stable power supply is possible.

On the other hand, the sensor unit 160 senses the speed signal of the wheel of the railway vehicle. The sensed speed signal is provided to the WSP controller 150.

In this case, the sensor unit 160 may sense the speed through the rotation of the wheel shaft of the wheel of the railway vehicle as a speed sensor for sensing the speed. Therefore, the sensor unit 160 may be mounted on the wheel shaft. However, if the sensor unit 160 can sense the speed of the wheel of the railway vehicle, the mounting position is not limited.

The WSP controller 150 generates a control signal for preventing the wheel of the railway vehicle from sliding on the basis of the speed signal sensed by the sensor unit 160 to prevent sliding of the wheel.

That is, the wheel slide protection (WSP) controller 150 generates a second control signal and provides the second control signal to the brake signal controller 130 to prevent the wheel from sliding.

The second control signal generated as described above is a signal for providing a braking force or removing a braking force directly provided to the braking signal controller 130, and may be a voltage signal.

That is, in the conventional braking system using pneumatic pressure, a signal generated from the so-called WSP controller is a signal provided to the braking control device (BOU or BCU), and a dump valve includes a holding valve HV and an exhaust valve RV. In consideration of the configuration, the voltage signal for controlling the ON / OFF for the holding valve or the exhaust valve.

However, in this embodiment, the ON / OFF control signal for such a holding valve or an exhaust valve is not necessary, and ultimately, a voltage signal for controlling the inverter 141 described later is sufficient.

Accordingly, when the WSP controller 150 has the same configuration as the conventional WSP controller, the voltage signal generated by the WSP controller 150 should be converted into a signal for controlling the inverter 141. In addition, the braking signal controller 130 is located between the WSP controller 150 and the inverter 141 for the signal conversion.

That is, the second control signal, which is a voltage signal generated from the WSP controller 150, is provided to the braking signal controller 130.

In this case, in the case of the second control signal, a voltage signal HV for maintaining or supplying a braking force applied to the brake disc 12 in the same meaning as a conventional ON / OFF control signal for a sustain valve or an exhaust valve. Signal) or a voltage signal (RV signal) for releasing the braking force.

That is, the HV signal and the RV signal are selectively or simultaneously provided or not provided, depending on whether the wheels of the railway vehicle slide. In this case, the control method of the actual anti-skid according to the provision of the second control signal will be described later with reference to FIG.

The braking signal controller 130 generates a third control signal by converting a signal based on the first control signal and the second control signal, and the generated third control signal is the EMB braking unit 140. Is provided.

As described above, the second control signal generated by the WSP controller 150 is a voltage signal for controlling a conventional dump valve in a braking system using pneumatic pressure, and directly controls the inverter 141 in the present embodiment. It's just a signal you can't.

Accordingly, the braking signal controller 130 is positioned between the braking electronic controller 110 and the inverter 141 and between the WSP controller 150 and the inverter 141. 2 control signals are converted into a third control signal which is a signal for directly controlling the inverter 141.

That is, the braking signal controller 130 includes the control commands included in the first control signal and the second control signal as they are, and simultaneously generates a third control signal capable of direct control of the inverter 141. do.

Although not shown, the braking signal controller 130 may include a microprocessor and a DC-DC conversion circuit, and by mapping or tuning the first and second control signals, Generate a control signal.

The EMB braking unit 140 includes an inverter 141 and a driver 142 as described above.

The inverter 141 is supplied with power from the power supply unit 120, and the power supplied in this manner is a DC power source, so that the inverter 141 is converted into AC power and provided to the driving unit 142.

In addition, the inverter 141 receives the third control signal, and the third control signal eventually corresponds to a signal for commanding the output of the driver 142. That is, the inverter 141 determines the output or torque of the driver 142 based on the third control signal.

Thus, the driving unit 142 generates an output based on the AC power converted by the inverter 141 as much as the output included in the third control signal to input or release the braking force to the brake disc 12. do.

That is, the driving unit 142 may be, for example, a motor, and finally, a braking pressure buoyancy suitable for the brake disc 12 is generated by the driving output of the driving unit 142 to perform braking. In this case, the power line provided from the inverter 141 to the driving unit 142 may be a line for supplying three-phase power of the motor, as shown.

Meanwhile, in the present embodiment, the EMB braking unit 140 including the driving unit 142 and the inverter 141 is installed outside the vehicle unit 101 so as to be adjacent to the braking disk 12. Accordingly, the drive unit 142 and the inverter 141 can be modularized into one module so as to be installed adjacent to the braking disk 12, so that an excellent usability and mountability can be induced.

3 is a graph illustrating an example of an anti-skid control logic using the electromechanical braking system of FIG.

As described above, the WSP control unit 150 generates a second control signal to prevent the slide when the wheel of the railway vehicle slides, the second control signal is turned ON for the conventional holding valve or exhaust valve In the same meaning as the / OFF control signal, a voltage signal (HV signal) for maintaining or supplying a braking force applied to the brake disc 12 or a voltage signal (RV signal) for releasing the braking force is included.

In this case, the WSP controller 150 includes information on separate control logic for preventing the slide, and FIG. 3 is a graph showing an example of such control logic. That is, the WSP controller 150 generates the second control signal based on the example of the control logic shown in FIG. 3.

That is, the WSP controller 150 is provided with information on the speed of each wheel of the railway vehicle, the slide of each wheel (where the slide is defined as a case where the speed of the wheel is lower than the speed of the vehicle) is detected In this case, for example, when the deceleration of the wheel is excessively large or a speed difference occurs between the wheels, the braking force is relieved by generating (ON) the HV signal and the RV signal as the second control signal for the wheel on which the sliding occurs. This prevents the braking pressure from being supplied, thereby restoring the speed of the wheel.

In addition, when the speed of the wheel is recovered and re-attached, the vehicle detects this and removes the HV signal and the RV signal as the second control signal (OFF) to control the braking pressure to be supplied normally.

More specifically, the contents of the second control signal provided according to various control environments are summarized in the following [Table 1].

[Table 1] Example of operation of WSP control unit

That is, as shown in [Table 1], according to the selective provision of ON / OFF of the RV signal and the HV signal in the second control signal, as a result, the removal of the braking pressure buoyancy supplied to the brake disc 12 is achieved. It is possible to control the status, maintenance status, slow supply status, fast supply status and normal supply status.

For example, when the RV signal and the HV signal are both provided with the second control signal, the brake signal controller 130 may provide a voltage level on the first control signal provided from the brake electronic controller 110. Or lowering the output generated by the driving unit 142 and ultimately lowering the braking force provided to the brake disk 12 by generating a third control signal for rotating the driving unit 142 in reverse.

On the contrary, when the speed of the wheel of the railway vehicle is restored, when the RV signal and the HV signal are both provided with the second control signal, the braking signal controller 130 may control the braking electronic controller 110. By generating the third control signal to maintain the voltage level on the first control signal provided from) as it is, the output generated from the drive unit 142 is maintained as it is so that the normal braking force is applied to the brake disc 12.

As described above, in the WSP control unit 150, the RV signal and the HV signal included in the second control signal for controlling recovery of the braking force provided to the brake disk 12, such as fast recovery, slow recovery, and maintenance. It is possible to provide a variety of state of choice.

Thus, in the electromechanical braking system 100 according to the present embodiment, it is possible to control the braking force of the braking disc so as to prevent the sliding of the wheels of the railway vehicle and to apply or release the appropriate braking force.

Figure 4 is a block diagram showing an electromechanical braking system according to another embodiment of the present invention.

The electromechanical braking system 200 according to the present embodiment is the electromechanical braking system 100 described with reference to FIGS. 2 and 3 except that the inverter 250 is located inside the vehicle unit 101. The same reference numerals are used for the same components, and redundant descriptions thereof will be omitted.

Referring to FIG. 4, the electromechanical braking system 200 according to the present embodiment includes a driving unit 242 disposed such that the EMB braking unit 240 is adjacent to the braking disk 12 outside the vehicle unit 101. It includes only, the inverter 250 is separated from the EBM braking unit 240 is located inside the vehicle unit (101).

In this case, the power line provided from the inverter 250 to the driving unit 242 is a line for supplying three-phase power of the motor when the driving unit 242 is a motor, as shown.

As such, by separating the driving unit 242 and the inverter 250 from each other, the EMB braking unit 240 may be modularized to include only the driving unit 242 and other components (not shown). Through the connection with the inverter located inside the unit 101 can improve the usability according to the easy manufacturing and modularization.

On the other hand, except for the separation structure of the drive unit and the inverter, the functions and arrangement of all other components are the same as described with reference to FIGS. 2 and 3.

Figure 5 is a block diagram showing an electromechanical braking system according to another embodiment of the present invention.

In the electromechanical braking system 300 according to the present embodiment, except that the braking signal controller 330 and the braking electronic controller 320 are integrally modularized and configured as the EMB control unit 310, FIGS. 2 and 3. Since it is the same as the electromechanical braking system 100 described with reference to the same components, the same reference numerals are used for the same components and overlapping description thereof will be omitted.

Referring to FIG. 5, in the electromechanical braking system 300 according to the present embodiment, the braking signal control unit 330 and the braking electronic control unit 320 are integrally modularized to constitute the EMB control unit 310. do.

That is, as described above, the braking signal control unit 330 and the braking electronic control unit 320 are integrally modularized and constituted by the EMB control unit 310, thereby eliminating the use of the ECU used in the conventional pneumatic braking system. And, by replacing the modular EMB control unit 310, the system can be configured more simply.

In this case, the braking electronic control unit 320 and the braking signal control unit 330 inside the EMB control unit 310 may perform control signal, that is, transfer of the first control signal through communication with each other rather than a power line. It becomes possible.

Meanwhile, also in this embodiment, except for the modular structure to the EMB control unit 310, the functions and arrangement of all other components are the same as those described with reference to FIGS. 2 and 3.

As described above, in the electromechanical braking system according to the present embodiment, the respective components may be modularized to each other as necessary, thereby optimizing or simplifying the system configuration, thereby improving usability. do.

FIG. 6 is a flowchart illustrating an electromechanical braking method using the electromechanical braking system of FIGS. 2 to 5.

The electromechanical braking method described below may use all of the electromechanical braking systems 100, 200, and 300 in each of the above-described embodiments, but for convenience of description, the electric system described with reference to FIGS. Only the braking method using the mechanical braking system 100 will be described.

Referring to FIG. 6, in the electromechanical braking method using the electromechanical braking system 100, first, the braking electronic control unit 110 generates a first control signal (step S10).

Thereafter, the WSP control unit 150 receives the speed signal of the wheel of the railway vehicle from the sensor unit 160 to determine whether the wheel slides, and generates the second control signal based on this. (Step S20).

Thereafter, the braking signal controller 130 generates the third control signal based on the first control signal and the second control signal (step S30).

Thereafter, the inverter 141 receives the third control signal, and converts the DC power supplied from the power supply unit 120 into AC power (step S40).

Thereafter, the driving unit 142 generates a driving force by the converted AC power as much as the output included in the third control signal, through which the braking disk 12 is provided with a braking force to the wheel of the railway vehicle. Braking is performed.

On the other hand, in the electromechanical braking method, only the overall braking order has been described, and the structure, arrangement, function, operation, and the like of each component in each braking method are described with reference to FIGS. 2 and 3. Same as described in the braking system 100.

According to the embodiments of the present invention as described above, in the braking system of a railway vehicle which was driven by using conventional pneumatics, by performing braking using electric signals, more accurate and precise braking control is possible, and a pneumatic providing configuration is eliminated. This enables a compact braking system with minimal volume and capacity.

That is, in the conventional pneumatic braking system of a railroad vehicle, the anti-skid anti-skid system of high speed railway can be implemented by replacing the dump valve, which is essential, with the braking signal controller, and controlling the voltage signal applied to the inverter. In addition, a stable braking system can be realized.

In particular, the pneumatic-based braking electronic control unit and the WSP control unit used in the conventional pneumatic braking system of the railway vehicle can be employed as it is, so that the braking system can be implemented through a minimum configuration change. That is, the system to be replaced may be modularized and applied to a conventional system. Accordingly, the basic equipment of the conventional pneumatic braking system may be utilized as it is to improve usability and applicability.

In addition, it is possible to omit the pneumatic supply line, to perform signal connection between each control system with an electric signal line such as a voltage, and to provide a signal through communication as necessary, thereby providing a more accurate and simplified braking system. It is possible to implement.

While the foregoing has been described with reference to preferred embodiments of the present invention, those skilled in the art will be able to variously modify and change the present invention without departing from the spirit and scope of the invention as set forth in the claims below. It will be appreciated.

The electromechanical braking system using the WSP controller and the electromechanical braking method using the same have the industrial applicability that can be used as a braking device for a railway vehicle.

100, 200, 300: Braking system 101: Vehicle
110, 320: braking electronic controller 120: power supply
121: power line 130, 330: braking signal control unit
140, 240: EMB Braking Units 141, 250: Inverter
142 and 242 driving unit 150 WSP control unit
160: sensor unit 310: EMB control unit

Claims (9)

A braking electronic controller configured to generate a first control signal that is a voltage signal;
A WSP controller configured to receive a speed signal of a wheel of a railway vehicle and determine whether to slide, and to generate a second control signal;
A braking signal controller converting a signal into a DC-DC conversion circuit based on the first control signal and the second control signal to generate a third control signal;
An inverter configured to receive the third control signal and convert power supplied from a power supply unit; And
And a driving unit generating driving force by the converted power as much as an output included in the third control signal to input or release the braking force to the brake disc.
And the second control signal is a voltage signal (HV signal) for maintaining or supplying a braking force applied to the braking disk or a voltage signal (RV signal) for releasing the braking force. The method of claim 1, wherein the first control signal,
An electromechanical braking system, characterized in that the voltage signal generated to correspond to the magnitude of the braking force required for braking the railway vehicle. delete The method of claim 1,
The HV signal and the RV signal are selectively provided based on the speed signal of the wheel to change the third control signal. The method of claim 4, wherein
The third control signal is a control signal for instructing the output of the drive unit to the inverter,
And the magnitude of the output of the drive unit is determined by the third control signal. The method of claim 1,
And the inverter and the driving unit are arranged to be adjacent to the brake disc by forming an EMB braking unit. The method of claim 1,
The inverter is spaced apart from the drive unit, the electromechanical braking system, characterized in that stored in the interior of the railway vehicle. The method of claim 1,
The braking electronic controller and the braking signal controller are integrally modularized so that the first control signal is transmitted through mutual communication. Generating, by the brake electronic controller, a first control signal that is a voltage signal;
Generating, by the WSP control unit, whether the vehicle receives the speed signal of the wheel of the railroad vehicle and whether the vehicle is in a sliding state to generate a second control signal;
Generating, by the braking signal controller, a third control signal by converting a signal into a DC-DC conversion circuit based on the first control signal and the second control signal;
An inverter receiving the third control signal and converting power supplied from a power supply unit; And
Generating a driving force by the converted power as much as an output included in the third control signal to input or release a braking force to a brake disc;
And the second control signal is a voltage signal (HV signal) for maintaining or supplying a braking force applied to a braking disk, or a voltage signal (RV signal) for releasing the braking force.

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