KR102123345B1 - an electric mechanical brake system for a railway vehicle - Google Patents

Abstract

The present invention relates to an electro-mechanical braking system for a railroad vehicle, and more specifically, if any of a plurality of EMBs installed on a lower portion of a vehicle or a bogie performing a braking action occurs, isolates the EMB having an abnormality, It is possible to distribute the braking force in charge of the EMB to other EMBs to perform stable braking action, to accurately check each condition including the degree of wear of the brake pads, and to prevent damage to the wheels by performing a slide prevention function. It relates to an electro-mechanical braking system for railway vehicles.
The present invention for achieving the above object is installed on the lower part of the vehicle or the bogie of the railway vehicle to perform the braking action (Electric Mechanical Brake), a vehicle that is connected to a number of EMB to control each EMB It consists of a braking control device, the vehicle braking control device is characterized in that, when an abnormality occurs in the EMB, the EMB is isolated to a braking completion state, and the braking power in charge of the EMB is distributed to other EMBs.

Description

An electric mechanical brake system for a railway vehicle

The present invention relates to an electro-mechanical braking system for a railroad vehicle, and more specifically, if any of a plurality of EMBs installed on a lower portion of a vehicle or a bogie performing a braking action occurs, isolates the EMB having an abnormality, It is possible to distribute the braking force in charge of the EMB to other EMBs to perform stable braking action, to accurately check each condition including the degree of wear of the brake pads, and to prevent damage to the wheels by performing a slide prevention function. It relates to an electro-mechanical braking system for railway vehicles.

In general, the basic braking system of a railway vehicle converts kinetic energy of a vehicle into thermal energy to reduce the speed of the vehicle.By installing a separate disc on the axle or wheel, the disc is brought into contact with the friction material (pad) to brake. It is divided into a disc braking device for fastening and a base braking that performs a braking action by contacting the wheel surface with a friction material (braking wheel).

Among these braking devices, disc braking that generates braking force by contacting the disc with friction material (pad) uses a braking pad (friction material) that provides braking power, a caliper that amplifies the braking force using a lever ratio, and applies force at the end of the caliper. It consists of a braking actuator (pneumatic cylinder, hydraulic cylinder, etc.).

At this time, the braking device transmits information through communication with a cab control circuit, a train integrated control management device (TCMS), and an inverter device. The communication methods include digital input/output, analog input/output, PWM communication, and serial transmission (RF-485). Communication is performed using the following method.

On the other hand, in the past, a lot of brake systems using pneumatics were used, but recently, an electromechanical braking system using an electric motor applied to an actuator is being developed to improve the space limitation and reaction speed of a brake system using pneumatics. An example of such an electromechanical braking device is a technique described in Korean Patent Publication No. 10-2008-0057631, the technical feature of which is a disk 10 rotating with a wheel of a vehicle as shown in FIGS. 1 and 2 below. ), friction pads (20a, 20b) provided on both sides of the disk (10) to generate a braking force, and one surface attached to the friction pads (20a, 20b), the other surface of the wedge formed inclined with respect to the disk (10) Wedge member 50 having surfaces 51 and 52, and guide surfaces 71 and 72 are formed to correspond to the wedge surfaces 51 and 52, and coupled with the wedge member 50 to increase braking force A member 70 and a driving motor 60 provided on one side of the guiding member 70 to advance and move the friction pads 20a and 20b toward the disk 10, and the guiding member 70 and the driving motor It is provided between (60) and the power transmission member 80 for converting the rotational movement of the drive motor 60 into a linear motion, and the power provided between the drive motor 60 and the power transmission member 80 It characterized in that it comprises an elastic member 90 that is tensioned when the transfer member 80 is advanced.

However, the technique described in Korean Patent Publication No. 10-2008-0057361 has a merit of a fast response speed because it controls braking using a motor, but in case of an emergency, the power is cut off or an abnormality occurs in the braking system. There is a problem in that stable braking is impossible because the braking force shared by the device is not distributed.

Korean Patent Publication No. 10-2008-0057361 Korean Registered Patent No. 10-1854351

The present invention has been devised to solve the above problems, and the object of the present invention is to communicate with a number of EMBs (electric mechanical brake, electric mechanical brake, EMB) acting on a disk provided on the axle or axle of a wheel. It consists of a vehicle braking control device that controls each EMB, and if some EMBs are abnormal and control is not possible, isolate the EMB and distribute the braking power in charge of the EMB to another EMB to perform stable braking action. It is to provide an electromechanical braking system for a railway vehicle.

And, another object of the present invention is EMB consists of a reduction gear that acts directly on the disk installed on the wheel's answer surface or axle, a motor that controls the reduction gear and a controller that controls the motor, and checks the current in each phase of the motor in real time By confirming the pressing force acting on the caliper constituting the motor, the motor is equipped with a speed sensor (such as a resolver or an encoder) to check the position of the rotor of the motor. It is to provide an electromechanical braking system for railway vehicles that can accurately determine the degree of wear.

In addition, another object of the present invention is to check the running state by comparing the actual vehicle speed and the rotating speed of the wheel in consideration of the diameter of the wheel by sensing the rotational speed of the axle, and when it is in the running state, the state of each axle It is to provide an electro-mechanical braking system for a railway vehicle to perform a sliding prevention function by increasing, decreasing, maintaining, and releasing the braking force through a control device that controls the motor according to the above.

The present invention for solving this problem;

It is characterized in that it consists of an EMB (Electric Mechanical Brake) that is installed on the undercarriage of a railway vehicle or a bogie to perform a braking action, and a vehicle braking control device that is connected to multiple EMBs to control each EMB.

Here, the vehicle braking control device is characterized in that, when an abnormality occurs in the EMB, the EMB is isolated to a braking-relaxed state, and the braking power of the EMB is distributed to other EMBs.

In addition, the vehicle braking control device is characterized in that the braking force is distributed to the EMB adjacent to the EMB having an abnormality.

At this time, the vehicle braking control device is characterized in that it distributes the braking force to the EMB set in the same group as the EMB in which the abnormality occurred.

In addition, the vehicle braking control device is characterized in that the braking force is evenly distributed to all EMBs other than the EMB having an abnormality.

On the other hand, the EMB is characterized in that it comprises a deceleration unit for applying a braking force to the disk installed on the wheel or axle, a motor for controlling the deceleration unit, and a control unit for controlling the motor.

Here, the control unit is characterized in that for detecting the current of each phase of the motor, the reduction unit calculates the pressing force applied to the wheel or the disk.

At this time, the motor is equipped with a speed sensor to detect the degree of rotation of the rotor of the motor, and the control unit calculates the degree of wear of the brake pads constituting the reduction unit through the rotational degree of the rotor and the calculated pressing force. Is done.

In addition, the vehicle braking control device compares the rotational speed of each axle constituting one bogie to check the sliding state, and when in the sliding state, increases or decreases the braking force through the control unit according to the state of each axle, It is characterized by controlling to complete.

In addition, the vehicle braking control device is characterized in that the EMB is forcibly isolated using a signal through a HardWire when it cannot receive EMB status information beyond the communication line with the EMB.

In addition, the vehicle braking control device is characterized in that by transmitting the emergency braking signal to all the EMB as a signal through the HardWire in an emergency, all the EMB performs a braking action with the maximum pressing force.

On the other hand, the control unit sets the pressing force in the normal state, the rotated position (θ) of the rotor, and the current value (Iqn) detected by the motor as a reference value, and the rotated position of the rotor of the reference value during braking. It is characterized by measuring the current value (Iqw) of the motor at (θ) and comparing the current value (Iqn) of the reference value to calculate the degree of wear of the brake pad.

At this time, the current value (Iqw) measured by comparing the current value (Iqn) of the reference value by measuring the current value (Iqw) of the motor at the rotational position (θ) of the rotor of the reference value at braking If it is smaller than the current value Iqn, it is determined that wear has occurred, and the rotor is rotated until the current value Iqw measured by the motor is equal to the current value Iqn of the reference value. It is characterized in that the caliper is compensated for by the rotation degree (α) by measuring +α).

According to the present invention of the above configuration, the vehicle brake control device for controlling each EMB in communication with an EMB (electric mechanical brake) acting on the disk provided on the rear surface of the wheel or the axle and a plurality of EMBs Consisting of, there is an effect of isolating the EMB when some EMB is abnormal and control is not possible, and distributing the braking power of the EMB to another EMB to perform the stable braking action.

In the present invention, the EMB consists of a deceleration part acting directly on a disk installed on the wheel surface or an axle, a motor for controlling the deceleration part, and a control part for controlling the motor. The pressing force acting on the caliper constituting the deceleration part can be checked, and the motor is equipped with a speed sensor (solver or encoder) to check the position of the rotor of the motor, thereby checking the degree of wear of the brake pads provided on the caliper. There is an effect that can be accurately judged.

In addition, the present invention senses the rotational speed of the axle and compares the actual vehicle speed with the rotating speed of the wheel in consideration of the diameter of the wheel, and the like to check the sliding state. There is an effect of performing a slide prevention function by increasing, reducing, maintaining, and releasing the braking force through a controlling device.

1 is an exploded perspective view of a conventional electro-mechanical braking device.
2 is a cross-sectional view of a conventional electromechanical braking device.
3 is a conceptual diagram of an electromechanical braking system for a railway vehicle according to the present invention.
4 is an exemplary view of a PCB substrate constituting a control unit of an electromechanical braking system for a railway vehicle according to the present invention.
5 is a flow chart showing a conventional pneumatic-based anti-skid control logic.
6 is a flow chart showing a process for compensating for wear of the electromechanical braking system for a railway vehicle according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The same reference numerals are used for the same components in the drawings, and duplicate descriptions for the same components are omitted. And, it should be understood that the present invention can be implemented in many different forms and is not limited to the described embodiments.

3 is a conceptual diagram of an electromechanical braking system for a railway vehicle according to the present invention, and FIG. 4 is an exemplary view of a PCB substrate constituting a control unit for an electromechanical braking system for a railway vehicle according to the present invention, and FIG. 5 is a conventional pneumatic base It is a flow chart showing the anti-skid control logic, and FIG. 6 is a flow chart showing a process of compensating for abrasion of the electromechanical braking system for a railway vehicle according to the present invention.

The present invention relates to an electromechanical braking system for a railway vehicle using an electromechanical braking device (EMB), rather than a conventional pneumatic braking device, the configuration of which is shown in FIGS. 3 and 4 EMB (200, Electric Mechanical Brake) that is installed on the undercarriage or bogie of a railroad vehicle to perform the braking action, and vehicle braking control that is connected to a number of EMBs 200 and controls each EMB 200 It consists of a device (100).

Thus, since the braking action is performed in an electromechanical manner rather than in the conventional pneumatic method, the reaction speed is increased, so that the princess time can be shortened to reduce the braking distance.

In addition, the EMB 200 includes a deceleration unit 230 that applies a braking force to a disk installed on the wheel surface or the axle, a motor 220 that controls the deceleration unit 230, and a control unit that controls the motor 220 It consists of 210.

Here, the reduction unit 230 is made of a caliper, a brake pad, or the like, and performs a braking action by pressing the surface of the wheel or pressing a disk installed on the axle.

At this time, the control unit 210 is connected to each of the components of the EMB 200, the wired communication line and the vehicle braking control device 100 are connected in communication to receive a control signal to control the motor 220 to control the motor 212 ).

In addition, each component constituting the EMB 200 is connected to a wired communication line such as serial, Ethernet, CAN, MVB, HardWire communication, and the control device 212 monitors the state of each component through the wired communication line. And transmits it to the vehicle braking control device 100.

At this time, the control unit 210 is further provided with a wireless conversion unit 214, the vehicle braking control device 100 and the control device 212 constituting the control unit 210 when the connection is not possible through a wired communication line Is connected to the vehicle braking control device 100 through wireless communication through the wireless conversion unit 214 to receive a control signal or transmit the status information sensed by a sensor (not shown) installed in each component.

Accordingly, the EMB 200 and the vehicle braking control device 100 are connected in two ways, a wired communication line and a wireless communication, so that the control signal can be stably transmitted and the state of the EMB 200 can be stably received. There will be.

On the other hand, the vehicle braking control device 100 can check the status information of the EMB 200 in real time, when an abnormality occurs in the EMB 200, isolate the EMB 200 having an abnormality, and the EMB having an abnormality The braking force to be in charge of (200) is distributed to other normal EMB (200).

Here, when isolating the EMB 200, the EMB 200 isolates the braking state, not the braking state, so that the railway vehicle can stably operate.

In addition, the vehicle braking control device 100 can distribute the braking power in charge of the EMB 200 having an abnormality to the normal EMB 200 in various ways. The braking force is distributed to the EMB 200 adjacent to the 200.

That is, the vehicle braking control device 100 sets the range of adjacent distances or the number of adjacent EMBs 200, and the vehicle braking control device 100 is adjacent to the braking force to be handled by the EMB 200 having an abnormality. It is distributed equally to the EMB 200.

In addition, in the second method, the braking force to be handled by the EMB 200 having an abnormality is distributed to the normal EMB 200 of the group to which the EMB 200 having the abnormality belongs.

That is, since a plurality of bogies are provided in one vehicle, and a plurality of axles are provided in one bogie, a plurality of EMBs 200 are provided in one bogie, and the vehicle braking control device 100 bodes units of a group. When the EMB 200 having an abnormality is present in a group set by a unit or a vehicle unit, the braking force of the EMB 200 having the abnormality is equally distributed within the group to perform the braking action.

And, finally, the vehicle braking control device 100 performs a braking action by evenly distributing the braking force to all normal EMBs 200 other than the EMB 200 having an abnormality when an abnormality occurs in some EMBs 200 during driving. Do it.

At this time, even if there is no abnormality in the EMB 200, the vehicle braking control device may be used when monitoring is not possible due to an error occurring in both the wired communication line and the wireless communication converter 214 and thus communication with the vehicle braking control device 100 is not possible. (100) is to forcibly isolate the EMB (200) that is not communicating using the HardWire input port.

In this way, the vehicle braking control device 100 distributes the braking force of the EMB 200 having an abnormality according to the entire length of the railway vehicle in an appropriate manner to perform a stable braking action.

On the other hand, the motor 220 is made of a permanent magnet synchronous motor (PMSM, Permanent Magnet Synchronous Motor), it is possible to stably control the reduction unit 230 made of a caliper, etc., the control unit 210 is the motor 200 ), the current of each phase is sensed through a sensor (not shown) installed to calculate the pressing force exerted by the motor 220 on the wheel or disk.

Here, the motor 220 is provided with a speed sensor (not shown, a resolver or an encoder, etc.), the speed sensor is a rotor 220 that directly acts on the reduction unit 230 by the motor 220 rotates The degree (angle, θ) is sensed.

At this time, the control unit 210 can calculate the degree of wear of the brake pads constituting the reduction unit 230 through the rotational degree of the rotor and the calculated pressing force.

That is, the control unit 214 constituting the control unit 210 stores data of the pressing force corresponding to the rotational degree of the rotor in the initial state, so that the wear state of the brake pad can be checked in real time.

Therefore, since the vehicle braking control device 100 can accurately check not only the states of the respective components, but also the wear state of the brake pads constituting the reduction unit 230, the administrator visually checks the wear state of the brake pads. Even if not, the brake pads can be replaced before they are completely worn out.

In addition, when performing the braking action, the pressing force set according to the control signal must be generated. Therefore, when abrasion occurs in the brake pad, the required pressing force for the same braking signal is not generated and correction is required. Looking at the correction process according to, as shown in Figure 6, the EMB 200 stores the current reference value of the normal state before the brake pad wear during the initial driving, it is confirmed that the operation is normal during the first EMB 200 driving Then, the reference value in the normal state is set.

Here, the reference value refers to the degree of rotation (θ) of the rotor directly acting on the reduction unit 230 by the motor 220 in a state in which normal pressing force occurs before the brake pad is worn and the motor ( It means the current value (Iqn) measured at 220) and the pressing force in the state.

Then, when performing the braking action, the current value Iqw of the motor 220 is measured at the rotational position θ of the rotor set as the reference value, and the reference value of the steady state current value Iqn and The measured current value (Iqw) is compared to determine the wear state.

That is, if the current value Iqw measured at the rotational position θ of the rotor in the normal state (initial state) is smaller than the current value Iqn in the normal state, which is a reference value, it is determined that wear has occurred and compensation for wear is performed. Is done.

On the other hand, the method for compensating the wear degree rotates the rotor until the current value equal to the current value Iqn corresponding to the pressing force in the steady state is measured, and the rotational position of the rotor in the state (θ+ α) is sensed to compensate the wear degree by the changed value (α).

Then, the vehicle braking control device 100 receives status information from each EMB 200, and checks the rotational speed of each axle constituting one bogie from the information of each EMB 200 installed in one bogie. It becomes possible.

Here, when performing the braking action, the vehicle braking control device 100 compares the rotational speed of each axle constituting one bogie, that is, the speed change rate (deceleration) of each axle to determine whether each axle is in a sliding state. You can check.

At this time, when the vehicle brake control device 100 determines that the axle provided with the specific EMB 200 is in a sliding state, it transmits a control signal to the corresponding EMB 200 to relieve or reduce the braking force through the control device 212. The other axles that are not in the running state are required to increase or decrease the braking force according to the state of the axle.

Therefore, in the conventional pneumatic method, a separate slide prevention configuration has to be provided in order to perform the slide prevention control logic as shown in FIG. 5, so that the configuration is more complicated, and the electromechanical braking system of the present invention can be used. In this case, it is possible to stably prevent the sliding state without having a separate configuration for preventing the sliding.

And, in an emergency situation, an emergency braking signal is transmitted to all EMBs 200 through a signal through HardWire to perform a braking action with the maximum pressing force, so that an emergency braking can be performed in an emergency.

On the other hand, the method for distributing the above-described pressing force in detail,

First, when the braking force is distributed to the EMB 200 adjacent to the EMB 200 having an abnormality, when there are two adjacent EMBs 200, the pressing force is distributed to each EMB 200 through the following formula.

(

: 회전자(Rotor)의 보상 각도,

: 회전자(Roto)의 레퍼런스 값의 회전 각도)

(

: Compensation angle of the rotor,

: Rotation angle of reference value of Roto)

Next, when distributing the braking power that the EMB 200 having an abnormality to the normal EMB 200 of the group to which the abnormal EMB 200 belongs, the group is set as one vehicle and 8 EMBs per vehicle. When 200 is included, the pressing force is distributed to each EMB 200 according to the following formula.

(

: 회전자(Rotor)의 보상 각도,

: 회전자(Roto)의 레퍼런스 값의 회전 각도)

(

: Compensation angle of the rotor,

: Rotation angle of reference value of Roto)

Lastly, when the braking force is evenly distributed to all normal EMBs 200 other than the EMB 200 having an abnormality, if there are N EMBs 200 provided in the entire vehicle, each EMB 200 is pressed according to the following formula. Buoyancy is distributed.

(

: 회전자(Rotor)의 보상 각도,

: 회전자(Roto)의 레퍼런스 값의 회전 각도)

(

: Compensation angle of the rotor,

: Rotation angle of reference value of Roto)

As described above, by compensating and setting the rotational position of the rotor in the pressing force distributed to each EMB 200 according to each case, it is possible to quickly allocate the pressing force to each EMB 200. .

Although the preferred embodiment of the present invention has been described above, the scope of the present invention is not limited to this, and the spirit of the present invention is applied to the scope of the present invention to the extent that it is substantially equivalent to the embodiment of the present invention. Various modifications can be made by those skilled in the art to which the present invention pertains without departing from the scope.

The present invention relates to an electro-mechanical braking system for a railroad vehicle, and more specifically, if any of a plurality of EMBs installed on a lower portion of a vehicle or a bogie performing a braking action occurs, isolates the EMB having an abnormality, It is possible to distribute the braking force in charge of the EMB to other EMBs to perform stable braking action, to accurately check each condition including the degree of wear of the brake pads, and to prevent damage to the wheels by performing a slide prevention function. It relates to an electro-mechanical braking system for railway vehicles.

100: vehicle braking control device 200: EMB
210: control unit 212: control device
214: wireless conversion unit
220: motor 230: reduction unit

Claims (13)

EMB (Electric Mechanical Brake) that is installed on the undercarriage or bogie of a railway vehicle to perform a braking action,
It is composed of a vehicle braking control device connected to multiple EMBs to control each EMB.
The EMB comprises a deceleration unit that applies a braking force to a disk installed on a wheel or axle, a motor that controls the deceleration unit, and a control unit that controls the motor,
The control unit senses the current of each phase of the motor and calculates a pressing force applied to the wheel or the disc by the reduction unit,
The motor is equipped with a speed sensor to detect the degree of rotation of the rotor of the motor, the control unit calculates the degree of wear of the brake pads constituting the reduction unit through the rotational degree of the rotor and the calculated pressing force,
The control unit sets the pressing force in the normal state, the rotated position (θ) of the rotor, and the value (Iqn) of the current sensed by the motor as a reference value,
A railroad characterized in that the braking pad wear level is calculated by comparing the current value (Iqn) of the reference value by measuring the current value (Iqw) of the motor at the rotated position (θ) of the reference value rotor during braking. Vehicle electromechanical braking system.
According to claim 1,
The vehicle braking control device isolates the EMB into a braking-relaxed state when an abnormality occurs in the EMB,
Electromechanical braking system for railway vehicles, characterized in that the braking power in charge of the EMB is distributed to other EMBs.
According to claim 2,
The vehicle braking control device is an electro-mechanical braking system for a railway vehicle, characterized in that the braking force is distributed to the EMB adjacent to the EMB in which an abnormality occurs.
According to claim 2,
The vehicle braking control device is an electro-mechanical braking system for a railway vehicle, characterized in that the braking force is distributed to the EMB set in the same group as the EMB in which the abnormality occurred.
According to claim 2,
The vehicle braking control device is an electro-mechanical braking system for a railway vehicle, characterized in that the braking force is evenly distributed to all EMBs other than the EMB having an abnormality.
delete delete delete According to claim 1,
The vehicle braking control device compares the rotational speed of each axle constituting one bogie and checks the sliding state, and when in the sliding state, increases or decreases the braking force through the control unit according to the state of each axle so as to boost, decompress, maintain, and release An electromechanical braking system for a railway vehicle, characterized in that it is controlled.
According to claim 1,
The vehicle braking control device is an electro-mechanical braking system for a railway vehicle, characterized in that when the status information of the EMB is not received above the communication line with the EMB, the corresponding EMB is forcibly isolated using a signal through a HardWire.
According to claim 1,
The vehicle braking control device transmits an emergency braking signal to all EMBs through a signal through HardWire in an emergency, so that all EMBs perform a braking action with the maximum pressing force.
delete According to claim 1,
When braking, the current value (Iqw) measured by comparing the current value (Iqn) of the reference value by measuring the current value (Iqw) of the motor at the rotating position (θ) of the rotor of the reference value is the current value of the reference value If it is less than (Iqn), it is determined that wear has occurred,
Rotate the rotor until the current value (Iqw) measured by the motor is equal to the current value (Iqn) of the reference value, measure its rotational position (θ+α), and caliper by the degree of rotation (α). Electromechanical braking system for a railway vehicle, characterized in that to compensate.

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