WO2020135620A1 - 用于轨道车辆的机电制动系统及其控制方法、轨道车辆 - Google Patents

用于轨道车辆的机电制动系统及其控制方法、轨道车辆 Download PDF

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Publication number
WO2020135620A1
WO2020135620A1 PCT/CN2019/128823 CN2019128823W WO2020135620A1 WO 2020135620 A1 WO2020135620 A1 WO 2020135620A1 CN 2019128823 W CN2019128823 W CN 2019128823W WO 2020135620 A1 WO2020135620 A1 WO 2020135620A1
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WIPO (PCT)
Prior art keywords
control unit
wheel
electromechanical
electromechanical brake
power supply
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/128823
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English (en)
French (fr)
Inventor
郑美云
王璐
李道林
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BYD Co Ltd
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BYD Co Ltd
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Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2020135620A1 publication Critical patent/WO2020135620A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the technical field of urban rail transit, in particular to an electromechanical brake system for rail vehicles, a control method thereof, and rail vehicles.
  • the brake forms adopted by urban rail trains such as low-floor light rail vehicles are mainly air brake, hydraulic brake and magnetic rail brake, and can be braked by a combination of two of the above three types of brakes
  • air brake is combined with magnetic rail brake
  • hydraulic brake is combined with magnetic rail brake
  • the source of the braking force of some forms of braking is through compressed air or hydraulic oil.
  • the brake system needs to compress the air or hydraulic oil into a high-pressure medium.
  • the braking system includes a microcomputer control unit, Air compressor, air storage cylinder, electronic control conversion valve, pipeline and brake; for hydraulic brake, the brake system includes microcomputer control unit, hydraulic unit (internal integrated pump motor, solenoid valve, etc.), accumulator, Pipelines and brakes; the components required for magnetic rail braking are bulky and consume a lot of power, and are likely to produce electromagnetic interference to other equipment of urban rail trains.
  • an object of the present application is to propose an electromechanical brake system for a rail vehicle.
  • the electromechanical brake system has a simple structure, is safe and reliable, and facilitates the lightweight design and modular design of the rail vehicle.
  • An electromechanical brake system for a rail vehicle includes: a central control unit; a plurality of electromechanical brake control units, each of which is connected to the central control unit Multiple brakes, the brakes are used to brake the wheels of the rail vehicle, and each of the electromechanical brake control units is connected to at least one of the brakes; when the rail vehicle requires service braking, at least One of the electromechanical braking units brakes the wheels by controlling the brakes.
  • the electromechanical braking system of the electromechanical braking system when the rail vehicles are braking, the electromechanical braking can be satisfied when the rail vehicles are driving to improve the riding comfort Responsive and fast response to braking commands, it can meet the permanent parking of rail vehicles on the slope, the braking force will not be attenuated and cause slippage; the electromechanical brake has no compression medium and no pipeline layout, and is environmentally friendly.
  • the brake structure is simple, It has good safety and reliability, which simplifies the configuration of rail vehicles, makes the structure of rail vehicles simple and small in size, facilitates the lightweight design of rail vehicles, and facilitates the maintenance of rail vehicles; the configuration of rail vehicles facilitates modularization Design, easy to assemble and debug, reduce the cost of rail vehicles.
  • the rail vehicle of the present application adopts a control method based on the principles of digitization, intelligence and safety, which can meet the requirements of unmanned driving.
  • the electromechanical brake system has a first power supply and a plurality of second power supplies, the first power supply is electrically connected to the central control unit, and the plurality of second power supplies are respectively The electromechanical brake control unit is electrically connected.
  • the first power supply includes a first main power supply component and a first backup power supply component, and the first main power supply component and the first backup power supply component are connected in parallel with the central control unit connection.
  • the second power supply includes a second main power supply component and a second backup power supply component, and the second main power supply component and the second backup power supply component are connected in parallel with the central control unit connection.
  • the electromechanical brake control unit is four, and the second power source is four, and the second power source corresponds to the electromechanical brake control unit in one-to-one correspondence;
  • the second power source is electrically connected to the two electromechanical brake control units.
  • the electromechanical brake system further includes an energy storage member, which is electrically connected to at least one of the electromechanical brake control units.
  • each of the electromechanical brake control unit and the central control unit adopt a network connection and a hard-wire connection.
  • the electromechanical brake system has a plurality of wheel speed sensors, the plurality of wheel speed sensors correspond to the plurality of wheels in one-to-one correspondence, and the wheel speed sensors are connected to the central control unit And it is used to detect the rotation speed corresponding to the wheel.
  • the central control unit obtains the rotation speed of the wheel to calculate the speed, deceleration and slip rate of the wheel, and the central control unit compares the speed, deceleration and At least one of the slip ratios is used as a criterion to determine the slip of the wheel.
  • the central control unit determines that the wheels slip correspondingly; when the criterion includes the deceleration of the wheels, the deceleration of the wheels exceeds A second preset value, the central control unit determines that the wheel slips correspondingly; when the criterion includes a slip rate of the wheel, the slip rate of the wheel exceeds a third preset value, the central The control unit determines that the wheel is slipping.
  • the brake includes: a motor; a screw mechanism driven by the motor to move, a free end of the screw mechanism is provided with a piston; a brake pad, the brake pad is provided on the The piston is engaged or separated from the brake disc of the wheel.
  • the brake further includes: a pressure sensor electrically connected to the corresponding electromechanical brake control unit, the pressure sensor is used to monitor the brake force of the brake pad and feedback To correspond to the electromechanical brake control unit.
  • a control method of an electromechanical braking system is an electromechanical braking system for a rail vehicle according to the embodiment of the above-described first aspect of the present application, the control method includes the following Step: The central control unit sends instructions to the electromechanical brake control unit; the electromechanical brake control unit controls the brake to perform corresponding actions according to the received instructions.
  • control logic of the electromechanical brake system is relatively simple and easy to implement, which ensures the driving safety of the rail vehicle.
  • the electromechanical brake system has a first power supply
  • the first power supply includes a first main power supply and a first backup power supply
  • the first main power supply and the first backup power supply are both
  • the central control unit is electrically connected, and when the first main power supply fails, the first backup power supply supplies power to the central control unit.
  • the electromechanical brake system has a plurality of second power supplies, each of which includes a second main power supply and a second backup power supply, the second main power supply and the The second backup power supply components are all electrically connected to the electromechanical brake control unit.
  • the second backup power supply component supplies power to the electromechanical brake control unit.
  • each of the electromechanical brake control unit and the central control unit are connected by a network connection line and a hard line, when one of the network connection line and the hard line In the event of a fault, the electromechanical brake control unit communicates with the central control unit via the network connection line and the other of the hard lines.
  • the brake includes a motor, a screw mechanism, and a brake plate
  • the screw mechanism is driven to move by the motor
  • a piston is provided at a free end of the screw mechanism
  • the brake plate is provided on the On the piston to cooperate with or separate from the brake disc of the wheel
  • the electromechanical brake unit detects at least one of the current and voltage of the motor, when the detected value exceeds a preset value At this time, the electromechanical brake control unit controls the motor to stop running.
  • the brake includes a pressure sensor, and the pressure sensor is used to detect the braking force of the brake.
  • the electromechanical brake control unit changes the pressure sensor The detected real-time braking force is compared with the target braking force in the command issued by the central control unit, and the brake is adjusted so that the real-time braking force approaches the target braking force.
  • the electromechanical brake system has a plurality of wheel speed sensors, each of which is used to detect the rotation speed of the corresponding wheel, and the central control unit acquires the rotation speed of the wheel to Calculate the speed, deceleration and slip rate of the wheel, the central control unit uses at least one of the speed, deceleration and slip rate of the wheel as a criterion to judge the wheel slip, when the When the criterion includes the speed of the wheel, the speed of the wheel is less than the speed of the vehicle body and the difference between the speed of the wheel and the speed of the vehicle body exceeds a first preset value, the center The control unit determines that the wheel slip is corresponding; when the criterion includes the deceleration of the wheel, and the deceleration of the wheel exceeds a second preset value, the central control unit determines that the wheel slips; When the criterion includes the slip rate of the wheel, the slip rate of the wheel exceeds a third preset value, and the central control unit
  • a rail vehicle includes: at least one car body, each of which is provided with a plurality of wheels; at least one electromechanical brake system, the electromechanical brake system is based on The electromechanical brake system for a rail vehicle according to the above-mentioned first aspect of the present application is used to brake a plurality of wheels.
  • the rail vehicle of the embodiment of the present application by adopting the above-mentioned electromechanical braking system, the safety of the rail vehicle's service brake is ensured, the configuration of the rail vehicle is effectively simplified, the cost is reduced, and the lightweight design and module of the rail vehicle are facilitated The design is convenient for the maintenance of rail vehicles.
  • FIG. 1 is a schematic structural diagram of a rail vehicle according to an embodiment of the present application.
  • FIG. 2 is a schematic diagram of an electromechanical brake system of a rail vehicle according to an embodiment of the present application, wherein the command transmission between the central control unit and the electromechanical brake control unit is both a network connection and a hard-wire connection;
  • FIG. 3 is a schematic diagram of an electromechanical brake system of a rail vehicle according to another embodiment of the present application, wherein the command transmission between the central control unit and the electromechanical brake control unit is both a network connection and a hard-wire connection. ;
  • FIG. 4 is a schematic diagram of the working principle of the brake according to the embodiment of the present application when braking
  • FIG. 5 is a schematic diagram of the relationship between the motor speed, motor current and clamping force of the brake shown in FIG. 4;
  • FIG. 6 is a schematic flowchart of a control method of an electromechanical brake system according to an embodiment of the present application.
  • FIG. 7 is a schematic flowchart of a control method of an electromechanical brake system according to another embodiment of the present application.
  • FIG. 8 is a schematic flowchart of a control method of an electromechanical brake system according to yet another embodiment of the present application.
  • Rail vehicle 200 car body 1, electromechanical brake system 100,
  • Motor 121 Screw mechanism 122, piston 122a, brake pad 123, pressure sensor 124,
  • the first power supply 4 the first main power supply 41, the first backup power supply 42,
  • Second power supply 5 second main power supply 51, second backup power supply 52, wheel speed sensor 6,
  • the electromechanical brake system 100 for a rail vehicle will be described below with reference to FIGS. 1 to 5.
  • the electromechanical brake system 100 includes a central control unit 2, a plurality of electromechanical brake control units 3, and a plurality of brakes 12.
  • Each electromechanical brake control unit 3 is connected to the central control unit 2, and each electromechanical brake control unit 3 is connected to at least one brake 12 to control the operation of the above-mentioned at least one brake 12, the brake 12 is used for the rail vehicle 200 The wheels 11 brake.
  • at least one electromechanical brake control unit 3 brakes the wheels 11 by controlling the brake 12.
  • the rail vehicle 200 may include at least one car body 1, wheels 11 are rotatably provided on the car body 1 to realize the motion of the car body 1, and multiple brakes 12 may correspond to multiple
  • the wheels 11 are provided, for example, when the number of brakes 12 is equal to the number of wheels 11, multiple brakes 12 may be provided in one-to-one correspondence with the multiple wheels 11, when the number of brakes 12 is less than the number of wheels 11, the multiple wheels 11 At least one of them is not correspondingly provided with the brake 12. But it is not limited to this. Alternatively, there may be four brakes 12, and the wheels 11 may be greater than or equal to four.
  • the brake 12 can brake the axle connected to the wheel 11 or the brake disc on the wheel 11, but it is not limited to this, only It is necessary to ensure that when the brake 12 brakes the wheel 11, the rotation speed of the wheel 11 can be changed.
  • each electromechanical brake control unit 3 is connected to the central control unit 2 respectively, so that a plurality of electromechanical brake control units 3 operate independently of each other and do not interfere with each other, each electromechanical brake control unit 3 and the central control unit 2 There can be signal interaction between each other, the central control unit 2 can transmit signals to the electromechanical brake control unit 3 such as issuing commands, and the electromechanical brake control unit 3 can transmit signals to the central controller such as feedback signals, so that each electromechanical brake The control unit 3 can individually control at least one brake 12, that is, each brake 12 can be controlled only by the electromechanical brake control unit 3 connected thereto, and each electromechanical brake control unit 3 can control at least one wheel 11 to achieve braking.
  • At least one of the multiple electromechanical brake control units 3 controls the corresponding brake 12 to generate a braking force on the corresponding wheel 11, and the braking force may be continuously applied or relieved.
  • the remaining electromechanical brake control units At least one of 3 can control the operation of the corresponding brake 12 to brake the corresponding wheel 11, so that a plurality of electromechanical brake control units 3 can form a backup with each other to avoid the failure of the electromechanical brake control unit 3 and/or the corresponding brake 12 to cause the rail vehicle 200 is unable to brake, which further improves the redundancy of electromechanical braking system 100 braking, and ensures the driving safety and parking safety of rail vehicle 200.
  • the electromechanical brake system 100 in this application can meet the requirements of the low-composition trains (such as 1 to 2 formation trains) due to the high redundancy.
  • the high redundancy requirement that can be achieved by multiple independent car body 1 brake systems backing up each other.
  • service braking may include the braking of the rail vehicle 200 during driving, and may also include the parking brake of the rail vehicle, that is, the braking of the rail vehicle after parking, such as parking brake.
  • the electromechanical brake system 100 can be performed by electro-mechanical braking. In this case, it is not necessary to pass a brake medium such as brake fluid or brake gas, that is, there is no need to use hydraulic oil. Or air, etc.
  • the driving device such as a traction motor, drives the wheels 11 to run.
  • the driving device can apply braking force to the wheels 11 to decelerate or stop the wheels 11, the electromechanical brake system 100 can also operate in conjunction with the traction motor.
  • the electromechanical brake system 100 can operate according to the driving device
  • the braking force of the brake 12 is controlled by the electric braking force applied to the wheels 11, so that the appropriate braking force is applied in conjunction with the electric braking force to ensure that the braking force received by each wheel 11 is more balanced; but not limited to this.
  • the electromechanical brake when the rail vehicle 200 brakes, that is, the electromechanical brake is used when driving to ensure the running speed of the rail vehicle 200, and the electromechanical brake is also used when parking.
  • electromechanical braking is applied to improve ride comfort and respond quickly to braking commands, and it can meet the permanent parking of the rail vehicle 200 on a slope, and the braking force will not be attenuated, resulting in slipping;
  • the electromechanical brake has no compression medium, No pipeline arrangement, the source of the braking force is not compressed air or hydraulic oil, but the mechanical structure used, which is environmentally friendly and makes the brake 12 simple in structure and has good safety and reliability, thereby simplifying the rail vehicle 200
  • the configuration of the rail vehicle 200 makes the structure of the rail vehicle 200 simple and small, which facilitates the lightweight design of the rail vehicle 200 and facilitates the maintenance of the rail vehicle 200; in addition, the configuration of the rail vehicle 200 facilitates the modular design and facilitates assembly and debugging , Reduce the cost of rail vehicles 200.
  • the electromechanical braking system 100 for the rail vehicle 200 by adopting the electromechanical braking system 100 when the rail vehicle 200 is braking, the electromechanical braking system can be satisfied when the rail vehicle 200 is driving. It improves ride comfort and responds quickly to braking commands, but also satisfies the fact that the rail vehicle 200 is parked on a ramp permanently, and the braking force will not be attenuated, resulting in slipping.
  • the electromechanical brake has no compression medium and no pipeline layout, and is environmentally friendly.
  • the brake 12 has a simple structure and has good safety and reliability, thereby simplifying the configuration of the rail vehicle 200, making the rail vehicle 200 simple in structure and small in size, which facilitates the lightweight design of the rail vehicle 200 and the convenience of the rail vehicle 200.
  • Maintenance; the configuration of the rail vehicle 200 facilitates modular design, facilitates assembly and commissioning, and reduces the cost of the rail vehicle 200.
  • the rail vehicle 200 of the present application adopts a control method based on the principles of digitization, intelligence, and safety, and can meet the requirements of unmanned driving.
  • the electromechanical brake system 100 has a first power source 4 and a plurality of second power sources 5, the first power source 4 is electrically connected to the central control unit 2, then the A power supply 4 can supply power to the central control unit 2 to ensure the normal operation of the central control unit 2.
  • the first power supply 4 includes a first main power supply unit 41 and a first backup power supply unit 42, and the first main power supply unit 41 and the first backup power supply unit 42 are connected in parallel with the central control unit 2 Electrical connection, at this time the first main power supply 41 and the first backup power supply 42 can respectively supply power to the central control unit 2, the first main power supply 41 and the first backup power supply 42 can form a backup between each other to avoid the central
  • the control unit 2 is powered off and cannot work normally, which improves the redundancy of the power supply of the electromechanical brake system 100, ensures the safety and reliability of the brake of the electromechanical brake system 100, and at the same time ensures the redundancy of power supply to the central control unit 2
  • the structure of the first power supply 4 is simplified, and the arrangement of the first power supply 4 is facilitated.
  • the first main power supply unit 41 and the first backup power supply unit 42 are connected in parallel to the central control unit 2
  • the second power supply 5 includes a second main power supply 51 and a second backup power supply 52.
  • the second main power supply 51 and the second backup power supply 52 are connected in parallel with the electromechanical brake The control unit 3 is electrically connected.
  • the second main power supply unit 51 and the second backup power supply unit 52 can respectively supply power to the corresponding electromechanical brake control unit 3, and the second main power supply unit 51 and the second backup power supply unit 52 can communicate with each other.
  • the second main power supply 51 and the second backup power supply 52 are electrically connected to the electromechanical brake control unit 3 in parallel” may include the second main power supply 51 and the second backup power supply 52 always The dynamic control unit 3 maintains electrical connection, and may also include one of the second main power supply unit 51 and the second backup power supply unit 52 electrically connected to the electromechanical brake control unit 3, when the second main power supply unit 51 and the second backup power supply unit When one of the above-mentioned components 52 fails, the other of the second main power supply component 51 and the second backup power supply component 52 can be triggered to be electrically connected to the electromechanical brake control unit 3 to achieve continued power supply. But it is not limited to this.
  • the second power supply unit 5 corresponds to the electromechanical brake control unit 3 one by one.
  • the power supply 5 can supply power to the four electromechanical brake control units 3 respectively.
  • each second power supply 5 is electrically connected to two electromechanical brake control units 3 to ensure electromechanical braking
  • the power supply redundancy of the system 100 improves the braking reliability of the electromechanical braking system 100.
  • Each second power source 5 is electrically connected to two electromechanical brake control units 3.
  • Each second power supply 5 includes a first main power supply 51 and a second backup power supply 52.
  • the second main power supply 51 and the corresponding second backup power supply 52 are connected in parallel, four electromechanical brake control units 3 can be connected Two of them supply power at the same time, and the other second main power supply unit 51 and the corresponding second standby power supply unit 52 can be connected to the other two of the four electromechanical brake control units 3 in parallel; when the second main power supply unit When the 51 cannot supply power to the corresponding electromechanical brake control unit 3 due to a fault or other factors, the corresponding second backup power supply 52 may continue to supply power to the corresponding electromechanical brake control unit 3. As a result, the number of the second power supply 5 is simplified, and the arrangement of the second power supply 5 is facilitated while ensuring redundant power supply to the electromechanical brake control unit 3.
  • the electromechanical brake system 100 may further include an energy storage member 7 that is electrically connected to at least one electromechanical brake control unit 3 so that the energy storage member 7 can brake the at least one electromechanical brake
  • the control unit 3 supplies power; if the rail vehicle 200 is powered off at an abnormally high voltage during driving, the energy can be applied by the energy storage element 7 and the detected de-energization signal can be used to apply the brake.
  • the energy storage element 7 can continue to the electromechanical brake control unit 3 module Constant electricity, to ensure that the electromechanical brake control unit 3 can always be powered, can still achieve braking, to ensure the safety of the rail vehicle 200, that is to say, the electromechanical brake system 100 can have a power failure automatic braking function, further improving the track The safety and reliability of the vehicle 200.
  • the energy storage member 7 may be a battery.
  • each electromechanical brake control unit 3 and the central control unit 2 are connected by a network and a hard wire.
  • the central control unit 2 receives the signal system or the control station's braking command, and transmits the braking command to the electromechanical brake control unit 3 through the network CAN connection and/or hard-wire connection; when the network signal fails, the central control Unit 2 can transmit the braking command through the hard-wire connection, and when the hard-wire connection fails, the central control unit 2 can transmit the braking command through the network connection, thereby improving the safety of the command transmission of the electromechanical braking system 100.
  • the network connection and the hard-wire connection can form a backup for each other, to avoid interruption of command transmission, and further ensure the safety of the electromechanical braking system 100.
  • the network connection may refer to the signal line between the electromechanical brake control unit 3 and the central control unit 2 may be connected by a network connection line to communicate via network signals
  • the hard-wire connection may refer to the electromechanical brake control unit 3 and the central control unit
  • the signal lines between 2 can be connected by hard wires.
  • the electromechanical braking system 100 has a plurality of wheel speed sensors 6, which correspond to the wheels 11 in one-to-one relationship, and the wheel speed sensor 6 is connected to the central control unit 2 and the wheel speed The sensor 6 is used to detect the rotation speed of the corresponding wheel 11.
  • the wheel speed sensor 6 can feed back the detected rotation speed signal of the wheel 11 to the central control unit 2.
  • the central control unit 2 analyzes and calculates to determine whether the corresponding wheel 11 is slipping. When the central controller judges that the wheel 11 is slipping, the braking force of the brake 12 corresponding to the slipping wheel 11 can be adjusted separately through the corresponding electromechanical brake control unit 3 to reduce the braking force of the corresponding brake 12 so that the wheel 11 resumes rolling.
  • the wheel speed sensor 6 can detect the speed of the corresponding wheel 11 by detecting the speed of the wheel axle.
  • the number of wheel speed sensors 6 may be equal to the number of wheels 11, or the number of wheel speed sensors 6 may also be smaller than the number of wheels 11.
  • the central control unit 2 acquires the rotation speed of the wheel 11 to calculate the speed, deceleration, and slip rate of the wheel 11, and the central control unit 2 uses at least one of the speed, deceleration, and slip rate of the wheel 11 as a criterion for The wheels 11 make a slip judgment to further ensure the safety of the service brake.
  • the criterion may be only the speed of the wheel 11, or the criterion may be only the deceleration of the wheel 11, or the criterion may be only the slip rate of the wheel 11, or the criterion may be the speed of the wheel 11 and
  • the combination of deceleration, or the criterion may be the combination of the speed of the wheel 11 and the slip rate, or the criterion may be the combination of the deceleration of the wheel 11 and the slip rate, or the criterion may also be the speed of the wheel 11, the reduction Speed and slip rate are combined.
  • the central control unit 2 may use at least two of the speed, deceleration, and slip rate of the wheel 11 as a criterion to improve the accuracy of the wheel 11 slip judgment.
  • the wheel speed sensor 6 feeds back the speed signal of the wheel 11 to the central control unit 2, and the central control unit 2 can calculate the speed of the wheel 11 if the speed of the wheel 11 is less than the speed of the rail vehicle 200 , And the difference between the speed of the wheel 11 and the speed of the rail vehicle 200 exceeds the first preset value, the central control unit 2 determines that the corresponding wheel 11 slips; when the criterion includes the deceleration of the wheel 11, the wheel speed sensor 6 will The speed signal of the wheel 11 is fed back to the central control unit 2.
  • the central control unit 2 can calculate the deceleration of the wheel 11 by calculation.
  • the central control unit 2 determines the corresponding The wheel 11 slips; when the criterion includes the slip rate of the wheel 11, the wheel speed sensor 6 feeds back the speed signal of the wheel 11 to the central control unit 2, and the central control unit 2 can calculate the slip rate of the wheel 11 by calculation if If the slip rate of the wheel 11 exceeds the third preset value, the central control unit 2 determines that the corresponding wheel 11 slips.
  • the first preset value, the second preset value and the third preset value can be preset in the central control unit 2 according to the actual operating conditions of the rail vehicle 200 respectively, and the slip rate of the wheel 11 can make the speed of the wheel 11 The ratio between the difference from the speed of the vehicle body 1 (ie, the speed of the rail vehicle 200) and the speed of the vehicle body 1.
  • the brake 12 may be a motor mechanical brake.
  • the brake 12 includes a motor 121, a screw mechanism 122, and a brake pad 123.
  • the screw mechanism 122 is driven and moved by the motor 121.
  • the free end of the mechanism 122 is provided with a piston 122a, and the brake pad 123 is provided on the piston 122a to cooperate with or separate from the brake disc of the wheel 11.
  • the electromechanical brake control unit 3 is used to control the brake 12 to brake, and the motor 121 can drive the screw mechanism 122 to move to the right, so that the brake pad 123 is matched with the brake disc of the corresponding wheel 11 through the piston 122a to realize the vehicle body 1 Braking; the motor 121 can also drive the screw mechanism 122 to move to the left, so that the brake pad 123 is separated from the brake disc of the corresponding wheel 11 through the piston 122a to ease braking; while ensuring the braking function, the brake is simplified
  • the structure and volume of 12 facilitate the arrangement of the brake 12.
  • a deceleration device may be provided between the motor 121 and the screw mechanism 122, and the deceleration device may be a planetary gear mechanism; the motor 121 may be a brushless DC motor 121; and the screw mechanism 122 may be a ball screw.
  • the electromechanical brake control unit 3 calculates through the control algorithm and converts the target braking force signal (that is, the signal corresponding to the required braking force) into the voltage control amount of the motor 121, and then The pulse width modulation technology is used to drive the motor 121 forward or reverse.
  • the brake pad 123 clamps or releases the brake disc to perform braking or relief to ensure that the braking is performed Or during relief, the braking force generated by the brake pad 123 is consistent with the required braking force.
  • the electromechanical brake control unit 3 detects the current and voltage of the corresponding motor 121, so as to realize the overcurrent protection, overvoltage protection and undervoltage protection of the corresponding motor 121, to ensure the reliability of the use of the motor 121.
  • the braking state of the brake 12 can be monitored by detecting the speed and current of the motor 121 corresponding to the brake 12, the relationship between the speed of the motor 121, the current of the motor 121 and the clamping force of the brake 12 on the wheel 11 is shown in FIG. 5; In FIG. 5, the horizontal axis represents time. At first, the motor 121 is not started, the motor 121 speed is 0, and there is a certain interval between the piston 122a and the brake pad 123.
  • the force of the piston 122a on the wheel 11 is 0, then the clamping force 0; then, the motor 121 starts, the motor 121 generates an inrush current, and then the current of the motor 121 gradually stabilizes, at this time the motor 121 can rotate without load; then, when the piston 122a makes the brake pad 123 and the brake disc corresponding to the wheel 11 When in contact, the piston 122a exerts a force on the wheel 11, at this time, the clamping force starts to increase, the speed of the motor 121 decreases, the motor 121 begins to stall, the current of the motor 121 gradually increases, and the current of the motor 121 is the stall current.
  • the clamping force is not 0, there is a certain functional relationship between the rotation speed and current of the motor 121 and the clamping force, and the braking state of the brake 12 can be detected by detecting the rotation speed and current of the motor 121.
  • the brake 12 has a good self-locking function, which further ensures that the rail vehicle 200 is permanently parked on the slope, and the braking force will not be attenuated to cause slippage.
  • the permanent parking of the rail vehicle 200 is realized, and the parking of the rail vehicle 200 is guaranteed. stability.
  • the braking of the rail vehicle 200 during driving can use all-electric braking, that is, the braking of the vehicle body 1 is achieved by electrical energy, and a conversion device can be configured on the vehicle body 1 to convert the kinetic energy of the vehicle body 1 into electrical energy and store it in the vehicle
  • the power source of the body 1 is used for the vehicle body 1 in, for example, a power battery.
  • the vehicle body 1 can be braked to zero speed by electric energy to maximize energy saving and increase resource utilization.
  • the traction motor of the rail vehicle 200 may be formed as a motor-generator integrated machine, so that during the braking process of the rail vehicle 200, the kinetic energy of the rail vehicle 200 is converted into electrical energy to be stored in the power battery.
  • the brake 12 further includes a pressure sensor 124, which is electrically connected to the electromechanical brake control unit 3 corresponding to the brake 12, and the pressure sensor 124 is used to monitor the braking force of the brake pad 123 and feed back To the corresponding electromechanical brake control unit 3.
  • the pressure sensor 124 may send the detected pressure signal to the corresponding electromechanical brake control unit 3, and according to the signal of the pressure sensor 124 and the immediate brake command signal, the electromechanical brake control unit 3 may control the motor 121 to rotate forward or reverse In turn, the brake force of the brake pad 123 is increased or decreased accordingly to form a closed-loop control of the brake force, so that the brake force of the brake pad 123 approaches the target value, so that the brake force of the brake 12 reaches the target value.
  • the electromechanical braking system 100 is the electromechanical braking system 100 for the rail vehicle 200 according to the above-described first aspect of the present application.
  • the control method includes the following steps: the central control unit 2 sends instructions to the electromechanical brake control unit 3; the electromechanical brake control unit 3 controls the corresponding brake 12 to perform corresponding actions according to the received instructions.
  • the signal system and the console of the rail vehicle 200 can send instructions to the central control unit 2.
  • the central control unit 2 receives the instructions, it can process the instructions accordingly, and then the central control unit 2 At least one electromechanical brake control unit 2 sends an instruction, and the electromechanical brake control unit 2 that receives the instruction can control the brake 12 to perform a corresponding action, for example, the brake 12 can apply a brake or can relieve the brake.
  • control logic of the electromechanical brake system 100 is relatively simple and easy to implement, which ensures the driving safety of the rail vehicle 200.
  • the electromechanical braking system 100 has a first power supply 4, the first power supply 4 includes a first main power supply 41 and a first backup power supply 42, a first main power supply 41 and a first backup power supply
  • the components 42 are all electrically connected to the central control unit 2.
  • the first main power component 41 and the first backup power component 42 can respectively supply power to the central control unit 2; when the first main power component 41 fails, the first backup power component 42 pairs
  • the power supply of the central control unit 2 prevents the central control unit 2 from being powered off and cannot work normally, which improves the redundancy of the power supply of the electromechanical braking system 100 and ensures the safety and reliability of the electromechanical braking system 100 braking.
  • the first main power supply 41 and the first backup power supply 42 can be electrically connected to the central control unit 2 in parallel.
  • the first power supply 4 may be one or more; “both the first main power supply 41 and the first backup power supply 42 are electrically connected to the central control unit 2" may include the first main power supply 41 and the first The backup power supply 42 is always electrically connected to the central control unit 2, and may also include one of the first main power supply 41 and the first backup power supply 42 electrically connected to the central control unit 2.
  • the first main power supply 41 and When one of the first backup power supply units 42 fails the other of the first main power supply unit 41 and the first backup power supply unit 42 can be triggered to be electrically connected to the central control unit 2 to achieve continued power supply. But it is not limited to this.
  • the electromechanical brake system 100 has a plurality of second power sources 5, each of which includes a second main power source 51 and a second backup power source 52, the second main power source 51 And the second backup power supply 52 are electrically connected to the electromechanical brake control unit 3, and the second main power supply 51 and the second backup power supply 52 can respectively supply power to the electromechanical brake control unit 3; when the second main power supply 51 fails At this time, the second backup power supply 52 supplies power to the electromechanical brake control unit 3 to prevent the electromechanical brake control unit 3 from being powered off and unable to work normally, improving the redundancy of the power supply of the electromechanical brake system 100 and ensuring the electromechanical brake system 100 braking safety and reliability.
  • the second main power supply part 51 and the second backup power supply part 52 can be electrically connected to the electromechanical brake control unit 3 in parallel.
  • the second power supply 5 may be one or more; "both the second main power supply 51 and the second backup power supply 52 are electrically connected to the corresponding electromechanical brake control unit 3" may include the second main power supply 51
  • the second standby power supply 52 is always electrically connected to the corresponding electromechanical brake control unit 3, and one of the second main power supply 51 and the second standby power supply 52 may be electrically connected to the corresponding electromechanical brake control unit 3 ,
  • the other of the second main power supply unit 51 and the second backup power supply unit 52 can trigger the corresponding electromechanical brake control unit 3 Electrical connection for continued power supply. But it is not limited to this.
  • each electromechanical brake control unit 3 is connected to the central control unit 2 through a network connection line and a hard line.
  • the electromechanical brake control unit 3 and the central control The unit 2 communicates with another one of the hard wires through the network connection line; for example, when the network signal fails, the central control unit 2 can transmit the braking command through the hard wire, and when the hard wire fails, the central The control unit 2 can transmit the braking command through the network connection, thereby improving the safety of the command transmission of the electromechanical braking system 100 and ensuring the smooth transmission of the command.
  • the brake 12 includes a motor 121, a screw mechanism 122, and a brake plate 123.
  • the screw mechanism 122 is driven and moved by the motor 121.
  • the free end of the screw mechanism 122 is provided with a piston 122a.
  • the brake plate 123 is provided on the piston 122a to control the wheel 11
  • the moving plate fits or separates. Therefore, the electromechanical brake control unit 3 is used to control the brake 12 to brake, and the motor 121 can drive the screw mechanism 122 to move toward the corresponding wheel 11 (for example, the motor 121 in FIG.
  • the piston 122a makes the brake pad 123 cooperate with the brake disc of the corresponding wheel 11 to realize the braking of the vehicle body 1; the motor 121 can also drive the screw mechanism 122 to move away from the corresponding wheel 11 (for example, the motor 121 in FIG. 4 can The driving screw mechanism 122 moves to the left), so that the brake pad 123 is separated from the brake disc of the corresponding wheel 11 through the piston 122a to ease braking; while ensuring the braking function, the structure and volume of the brake 12 are simplified, It is convenient to arrange the brake 12.
  • a deceleration device may be provided between the motor 121 and the screw mechanism 122, and the deceleration device may be a planetary gear mechanism; the motor 121 may be a brushless DC motor 121; and the screw mechanism 122 may be a ball screw.
  • the electromechanical brake unit 3 detects at least one of the current and voltage of the motor 121, that is, the electromechanical brake unit 3 may only detect the current of the motor 121, It is also possible to detect only the voltage of the motor 121 and also the current and voltage of the motor 121.
  • the electromechanical brake control unit 3 controls the motor 121 to stop running to achieve the overcurrent protection of the motor 121; when the electromechanical brake unit 3 When detecting the voltage of the motor 121, if the voltage detection value exceeds the corresponding preset value, the electromechanical brake control unit 3 controls the motor 121 to stop running to realize the overvoltage protection of the motor 121, and if the voltage detection value is lower than the corresponding preset value, The electromechanical brake control unit 3 controls the motor 121 to stop running, so as to realize the undervoltage protection of the motor 121. Thus, the reliability of use of the motor 121 is ensured.
  • the brake 12 includes a pressure sensor 124.
  • the pressure sensor 124 is used to detect the braking force of the brake 12.
  • the real-time braking force detected by the pressure sensor 124 can be fed back to the corresponding electromechanical
  • the electromechanical brake control unit 3 compares the real-time braking force detected by the pressure sensor 124 with the target braking force in the command issued by the central control unit 2, and adjusts the brake 12 so that The real-time braking force approaches the target braking force.
  • the pressure sensor 124 may send the detected pressure signal to the corresponding electromechanical brake control unit 3, and according to the signal of the pressure sensor 124 and the immediate brake command signal issued by the central control unit 2, the electromechanical brake control unit 3 may control
  • the motor 121 rotates forward or reverse to correspondingly increase or decrease the braking force of the brake 12 to form a closed-loop control of the braking force, so that the braking force of the brake 12 approaches the target value.
  • the electromechanical brake system 100 has a plurality of wheel speed sensors 6, and each wheel speed sensor 6 is used to detect the rotation speed of the corresponding wheel 11; the central control unit 2 acquires the wheel 11 The rotation speed is to calculate the speed, deceleration, and slip rate of the wheel 11.
  • the central control unit 2 uses at least one of the speed, deceleration, and slip rate of the wheel 11 as a criterion to judge the wheel 11 to slip.
  • each rotation speed sensor 6 may be respectively connected to the central control unit 2 to feed back the detected rotation speed of the wheel 11 to the central control unit 2.
  • the braking force of the brake 12 corresponding to the slipping wheel 11 can be separately adjusted by the corresponding electromechanical brake control unit 3 to reduce the braking force of the corresponding brake 12 so that the wheel 11 resumes rolling.
  • the above criterion may be only the speed of the wheel 11, or the criterion may be only the deceleration of the wheel 11, or the criterion may be only the slip rate of the wheel 11, or the criterion may be the wheel
  • the speed of 11 is combined with the deceleration, or the criterion may be the combination of the speed of the wheel 11 and the slip rate, or the criterion may be the combination of the deceleration of the wheel 11 and the slip rate, or the criterion may also be the wheel 11 The combination of speed, deceleration and slip rate.
  • the wheel speed sensor 6 feeds back the speed signal of the wheel 11 to the central control unit 2, and the central control unit 2 can calculate the speed of the wheel 11 if the speed of the wheel 11 is less than the rail vehicle 200 And the difference between the speed of the wheel 11 and the speed of the rail vehicle 200 exceeds the first preset value, the central control unit 2 determines that the corresponding wheel 11 slips; when the criterion includes the deceleration of the wheel 11, the wheel speed sensor 6 will The speed signal of the wheel 11 is fed back to the central control unit 2.
  • the central control unit 2 can calculate the deceleration of the wheel 11 by calculation.
  • the central control unit 2 determines the corresponding The wheel 11 slips; when the criterion includes the slip rate of the wheel 11, the wheel speed sensor 6 feeds back the speed signal of the wheel 11 to the central control unit 2, and the central control unit 2 can calculate the slip rate of the wheel 11 by calculation if If the slip rate of the wheel 11 exceeds the third preset value, the central control unit 2 determines that the corresponding wheel 11 slips.
  • the first preset value, the second preset value and the third preset value can be preset in the central control unit 2 according to the actual operating conditions of the rail vehicle 200 respectively, and the slip rate of the wheel 11 can make the speed of the wheel 11 The ratio of the difference between the speed of the car body 1 and the speed of the car body 1.
  • a rail vehicle 200 includes at least one car body 1 and at least one electromechanical brake system 100.
  • Each car body 1 is provided with a plurality of wheels 11, and the electromechanical brake system 100 is based on An electromechanical braking system 100 for a rail vehicle 200 according to the embodiment of the first aspect described above is applied, and the electromechanical braking system 100 is used to brake a plurality of wheels 11.
  • the rail vehicle 200 may be a city rail train, and the city rail train may be a small-group self-guided small rubber-wheeled urban rail train, for example, a 1-2 group self-directed small rubber-wheeled urban rail train.
  • the city rail train includes 1 to 2 sections of car body 1. But it is not limited to this.
  • one electromechanical braking system 100 can be configured on each section of the car body 1, each section can have four wheels 11, the electromechanical braking system 100 can have four brakes 12, and the electromechanical braking control unit 3 can have four
  • the four brakes 12 can be set in one-to-one correspondence with the four electromechanical brake control units 3, and the four brakes 12 can be set in correspondence with the four wheels 11, so that the rail vehicle 200 is balanced in front, rear, left, and right, and the body 1 is more stable, ensuring The comfort of the rail vehicle 200.
  • the number of electromechanical brake systems 100 may also be smaller than the number of vehicle bodies 1, and at least one of the vehicle bodies 1 is not configured with the electromechanical brake systems 100 at this time; but it is not limited to this.
  • the electromechanical brake control unit 3 in the electromechanical brake system 100 is not limited to four, but may also be two, three, or five.
  • the number of electromechanical brake control units 3 configured in the multiple car bodies 1 may not be exactly the same, that is, at least two of the multiple car bodies 1
  • the number of electromechanical brake control units 3 configured in different sections varies; for example, one of the multiple car bodies 1 can be configured with two electromechanical brake control units 2, and one of the remaining car bodies 1 can be configured with four electromechanical brakes
  • the brake control unit 3 is not limited to this.
  • the rail vehicle 200 of the embodiment of the present application by adopting the electromechanical braking system 100 described above, the safety of the service brake of the rail vehicle 200 is ensured, the configuration of the rail vehicle 200 is effectively simplified, the cost is reduced, and the rail vehicle 200 is easily realized.
  • the lightweight design and modular design facilitate the maintenance of the rail vehicle 200.
  • the electromechanical brake control unit 3 can also control the operation of multiple brakes 12; for example, when the electromechanical brake system 100 includes two electromechanical brake control units 3 and four brakes 12, four brakes 12 can correspond to four
  • the wheels 11 are provided, and each electromechanical brake control unit 3 is provided corresponding to two brakes 12, at this time, the four wheels 11 may be arranged at four corners of the rectangle respectively, and the two brakes 12 corresponding to each electromechanical control unit 3 may be Are located on the same side of the rectangle, or on the diagonal of the rectangle; where, when the two brakes 12 corresponding to each electromechanical brake control unit 3 are located on the diagonal of the rectangle, if only through An electromechanical brake control unit 3 implements braking.
  • the rail vehicle 200 can also have a good force and the force is balanced, so that when the electromechanical brake system 100 applies or relieves the brake (that is, releases the brake),
  • the car body 1 can also maintain stability, ensuring the comfort of the rail vehicle 200. But it is not limited to this.

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  • Mechanical Engineering (AREA)
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  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

一种用于轨道车辆(200)的机电制动系统(100)包括中央控制单元(2)、多个机电制动控制单元(3)和多个制动器(12)，每个机电制动控制单元(3)均与中央控制单元(2)相连，制动器(12)用于对轨道车辆(200)的车轮(11)制动，每个机电制动控制单元(3)与至少一个制动器(12)相连。当轨道车辆(200)需要进行行车制动时，至少一个机电制动单元(3)通过控制制动器(12)对车轮制动。还公开了用于该电机制动系统（100）控制方法和包含其的轨道车辆(200)。通过采用该机电制动系统，保证了轨道车辆的行车制动安全，有效简化了轨道车辆的配置，降低成本，且便于实现轨道车辆的轻量化设计和模块化设计，方便了轨道车辆的维护保养。

Description

用于轨道车辆的机电制动系统及其控制方法、轨道车辆
相关申请的交叉引用
本申请基于申请号为201811644972.9、申请日为2018年12月29日的中国专利申请提出，并要求上述中国专利申请的优先权，上述中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及城市轨道交通技术领域，尤其是涉及一种用于轨道车辆的机电制动系统及其控制方法、轨道车辆。
背景技术
相关技术中，城轨列车例如低地板轻轨车辆采用的制动形式主要有空气制动、液压制动和磁轨制动，并可以通过上述三种制动形式中的两种的结合进行制动，例如空气制动与磁轨制动结合、液压制动与磁轨制动结合等。其中，一些制动形式的制动力的源动力是通过压缩空气或液压油，制动系统内部需要将空气或液压油压缩成高压介质，对于空气制动而言，制动系统包括微机控制单元、空气压缩机、储风缸、电控转换阀、管路和制动器；对于液压制动而言，制动系统包括微机控制单元、液压单元(内部集成泵电机、电磁阀等)、蓄能器、管路和制动器；磁轨制动所需要的部件的体积庞大、功耗大，易对城轨列车的其他设备产生电磁干扰。
无论采用空气制动还是液压制动，城轨列车需要较多的部件，这些部件会占据大量空间，且液压部件的质量会对制动系统造成安全隐患，例如制动液(例如，液压油)的污染、堵塞、泄露等，均可能导致制动系统失去制动功能，制动液的化学成分还会对环境造成污染，甚至在高温情况下燃烧车辆。
发明内容
本申请旨在至少解决相关技术中存在的技术问题之一。为此，本申请的一个目的在于提出一种用于轨道车辆的机电制动系统，所述机电制动系统结构简单、安全可靠，便于实现轨道车辆的轻量化设计和模块化设计。
根据本申请第一方面实施例的用于轨道车辆的机电制动系统，包括：中央控制单元；多个机电制动控制单元，每个所述机电制动控制单元均与所述中央控制单元相连；多个 制动器，所述制动器用于对所述轨道车辆的车轮制动，每个所述机电制动控制单元与至少一个所述制动器相连；当所述轨道车辆需要进行行车制动时，至少一个所述机电制动单元通过控制所述制动器对所述车轮制动。
根据本申请实施例的用于轨道车辆的机电制动系统，通过在轨道车辆行车制动时采用机电制动系统机电制动的方式，既可满足轨道车辆行车时施加机电制动提高乘车舒适性及快速响应制动指令，又能满足将轨道车辆永久停放在坡道上、制动力不会衰减导致溜坡；机电制动无压缩介质、无管路布置，环境友好，同时使得制动器结构简单、具有良好的安全可靠性，从而简化了轨道车辆的配置，使得轨道车辆结构简洁、体积较小，便于实现轨道车辆的轻量化设计，方便了轨道车辆的维护保养；轨道车辆的配置便于实现模块化设计，便于组装、调试，降低轨道车辆的成本。此外，本申请的轨道车辆采用基于数字化、智能化、安全原则的控制方式，可以满足无人驾驶要求。
根据本申请的一些实施例，所述机电制动系统具有第一电源和多个第二电源，所述第一电源与所述中央控制单元电连接，多个所述第二电源分别与多个所述机电制动控制单元电连接。
根据本申请的一些实施例，所述第一电源包括第一主电源件和第一备用电源件，所述第一主电源件和所述第一备用电源件并联后与所述中央控制单元电连接。
根据本申请的一些实施例，所述第二电源包括第二主电源件和第二备用电源件，所述第二主电源件和所述第二备用电源件并联后与所述中央控制单元电连接。
根据本申请的一些实施例，所述机电制动控制单元为四个，所述第二电源为四个，所述第二电源与所述机电制动控制单元一一对应；或者，每个所述第二电源与两个所述机电制动控制单元电连接。
根据本申请的一些实施例，所述机电制动系统还包括蓄能件，所述蓄能件与至少一个所述机电制动控制单元电连接。
根据本申请的一些实施例，每个所述机电制动控制单元均与所述中央控制单元之间采用网络连接和硬线连接。
根据本申请的一些实施例，所述机电制动系统具有多个轮速传感器，多个所述轮速传感器与多个所述车轮一一对应，所述轮速传感器与所述中央控制单元相连且用于检测对应所述车轮的转速。
根据本申请的一些实施例，所述中央控制单元获取所述车轮的转速以计算出所述车轮的速度、减速度和滑移率，所述中央控制单元将所述车轮的速度、减速度和滑移率中的至少一个作为判据对所述车轮进行打滑判断，当所述判据包括所述车轮的速度时，所 述车轮的速度小于所述车体的速度且所述车轮的速度与所述车体速度之间的差值超过第一预设值，所述中央控制单元判断对应所述车轮打滑；当所述判据包括所述车轮的减速度时，所述车轮的减速度超过第二预设值，所述中央控制单元判断对应所述车轮打滑；当所述判据包括所述车轮的滑移率时，所述车轮的滑移率超过第三预设值，所述中央控制单元判断对应所述车轮打滑。
根据本申请的一些实施例，所述制动器包括：电机；螺旋机构，所述螺旋机构由所述电机驱动移动，所述螺旋机构的自由端设有活塞；闸片，所述闸片设在所述活塞上以与所述车轮的制动盘配合或分离。
根据本申请的一些实施例，所述制动器还包括：压力传感器，所述压力传感器与对应所述机电制动控制单元电气连接，所述压力传感器用于监测所述闸片的制动力、并反馈至对应所述机电制动控制单元。
根据本申请第二方面实施例的机电制动系统的控制方法，所述机电制动系统为根据本申请上述第一方面实施例的用于轨道车辆的机电制动系统，所述控制方法包括以下步骤：所述中央控制单元向所述机电制动控制单元发送指令；所述机电制动控制单元根据接收的指令控制对应所述制动器执行相应动作。
根据本申请实施例的机电制动系统的控制方法，机电制动系统的控制逻辑较为简单、便于实现，保证了轨道车辆的行车安全。
根据本申请的一些实施例，所述机电制动系统具有第一电源，所述第一电源包括第一主电源和第一备用电源，所述第一主电源和所述第一备用电源均与所述中央控制单元电连接，当所述第一主电源故障时，所述第一备用电源对所述中央控制单元供电。
根据本申请的一些实施例，所述机电制动系统具有多个第二电源，每个第二电源均包括第二主电源件和第二备用电源件，所述第二主电源件和所述第二备用电源件均与所述机电制动控制单元电连接，当所述第二主电源件故障时，所述第二备用电源件对所述机电制动控制单元供电。
根据本申请的一些实施例，每个所述机电制动控制单元均与所述中央控制单元之间通过网络连接线和硬线连接，当所述网络连接线和所述硬线中的其中一个故障时，所述机电制动控制单元与所述中央控制单元之间通过所述网络连接线和所述硬线中的另一个通讯。
根据本申请的一些实施例，所述制动器包括电机、螺旋机构和闸片，所述螺旋机构由所述电机驱动移动，所述螺旋机构的自由端设有活塞，所述闸片设在所述活塞上以与所述车轮的制动盘配合或分离，所述制动器执行动作的过程中，所述机电制动单元检测 所述电机的电流和电压中的至少一个，当检测值超过预设值时，所述机电制动控制单元控制所述电机停止运行。
根据本申请的一些实施例，所述制动器包括压力传感器，所述压力传感器用于检测所述制动器的制动力，所述制动器执行动作的过程中，所述机电制动控制单元将所述压力传感器检测的实时制动力与所述中央控制单元发出的指令中的目标制动力进行比较，并调节所述制动器使所述实时制动力趋近所述目标制动力。
根据本申请的一些实施例，所述机电制动系统具有多个轮速传感器，每个所述轮速传感器用于检测对应所述车轮的转速，所述中央控制单元获取所述车轮的转速以计算出所述车轮的速度、减速度和滑移率，所述中央控制单元将所述车轮的速度、减速度和滑移率中的至少一个作为判据对所述车轮进行打滑判断，当所述判据包括所述车轮的速度时，所述车轮的速度小于所述车体的速度且所述车轮的速度与所述车体速度之间的差值超过第一预设值，所述中央控制单元判断对应所述车轮打滑；当所述判据包括所述车轮的减速度时，所述车轮的减速度超过第二预设值，所述中央控制单元判断对应所述车轮打滑；当所述判据包括所述车轮的滑移率时，所述车轮的滑移率超过第三预设值，所述中央控制单元判断对应所述车轮打滑。
根据本申请第三方面实施例的轨道车辆，包括：至少一节车体，每节所述车体上设有多个所述车轮；至少一个机电制动系统，所述机电制动系统为根据本申请上述第一方面实施例的用于轨道车辆的机电制动系统，所述机电制动系统用于对多个所述车轮制动。
根据本申请实施例的轨道车辆，通过采用上述的机电制动系统，保证了轨道车辆的行车制动安全，有效简化了轨道车辆的配置，降低成本，且便于实现轨道车辆的轻量化设计和模块化设计，方便了轨道车辆的维护保养。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请一个实施例的轨道车辆的结构示意图；
图2是根据本申请一个实施例的轨道车辆的机电制动系统的示意图，其中，中央控制单元与机电制动控制单元之间的指令传输为网络连线和硬线连线两者包线；
图3是根据本申请另一个实施例的轨道车辆的机电制动系统的示意图，其中，中央控制单元与机电制动控制单元之间的指令传输为网络连线和硬线连线两者包线；
图4是根据本申请实施例的制动器制动时的工作原理示意图；
图5是图4中所示的制动器的电机转速、电机电流和对车轮的夹紧力的关系示意图；
图6是根据本申请实施例的机电制动系统的控制方法的流程示意图；
图7是根据本申请另一个实施例的机电制动系统的控制方法的流程示意图；
图8是根据本申请再一个实施例的机电制动系统的控制方法的流程示意图。
附图标记：
轨道车辆200、车体1、机电制动系统100、
车轮11、制动器12、
电机121、螺旋机构122、活塞122a、闸片123、压力传感器124、
中央控制单元2、机电制动控制单元3、
第一电源4、第一主电源件41、第一备用电源件42、
第二电源5、第二主电源件51、第二备用电源件52、轮速传感器6、
蓄能件7。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
下面参考图1-图5描述根据本申请实施例的用于轨道车辆的机电制动系统100。
如图1-图5所示，根据本申请实施例的机电制动系统100，包括中央控制单元2、多个机电制动控制单元3和多个制动器12。
每个机电制动控制单元3均与中央控制单元2相连，每个机电制动控制单元3与至少一个制动器12相连，以控制上述至少一个制动器12的运行，制动器12用于对轨道车辆200的车轮11制动。当轨道车辆200需要进行行车制动时，至少一个机电制动控制单元3通过控制制动器12对车轮11制动。
例如，如图1-图5所示，轨道车辆200可以包括至少一节车体1，车轮11可转动地设在车体1上以实现车体1的运动，多个制动器12可以对应多个车轮11设置，例如，当制动器12的数量与车轮11的数量相等时，多个制动器12可以与多个车轮11一一对应设置，当制动器12的数量小于车轮11的数量时，多个车轮11中的至少一个未对应 设置制动器12。但不限于此。可选地，制动器12可以为四个，车轮11可以大于或等于四个。
可以理解的是，制动器12在对车轮11进行制动时，制动器12可以对与车轮11相连的车轴进行制动、也可以对车轮11上的制动盘进行制动，但不限于此，只需保证制动器12对车轮11进行制动时、可以改变车轮11的转速即可。
其中，每个机电制动控制单元3分别与中央控制单元2相连，使得多个机电制动控制单元3之间彼此独立运行、互不干涉，每个机电制动控制单元3与中央控制单元2之间可以均有信号交互，中央控制单元2可以向机电制动控制单元3传递信号例如发出指令、机电制动控制单元3可以向中央控制器传递信号例如反馈信号，以使每个机电制动控制单元3可以分别单独控制至少一个制动器12，即每个制动器12可以仅由与其相连的机电制动控制单元3控制，每个机电制动控制单元3可以控制至少一个车轮11实现制动。
例如，当轨道车辆200需要进行行车制动时，多个机电制动控制单元3中的至少一个控制对应制动器12运转，以对对应车轮11产生制动力，制动力可以继续施加、也可以缓解，实现轨道车辆200的制动；当多个机电制动控制单元3中的其中一个发生故障、使得该故障的机电制动控制单元3对应的制动器12无法实现制动时，其余机电制动控制单元3中的至少一个可以控制对应制动器12运转以对对应车轮11制动，从而多个机电制动控制单元3可以互相形成备份，避免机电制动控制单元3和/或对应制动器12故障导致轨道车辆200无法制动，进而提升了机电制动系统100制动的冗余度，保证了轨道车辆200的行车安全性和停车安全性。
可以理解的是，对于少编组列车而言车体1数量较少，本申请中的机电制动系统100由于具有较高的冗余度，可以满足少编组列车(例如1～2编组列车)无法通过多个独立车体1的制动系统互相备份才能达到的高冗余要求。
可以理解的是，“行车制动”可以包括轨道车辆200在行车过程中制动，也可以包括轨道车辆停车制动，即轨道车辆停车后制动，例如停放制动。在轨道车辆200的行车制动过程中，机电制动系统100可以通过电子机械制动的方式进行，此时可以无需通过制动介质例如制动液或制动气等，即可以无需借助液压油或空气等来实现行车制动，从而简化了机电制动系统100的结构，便于机电制动系统100的布置，有利于实现机电制动系统100的独立运行；当然，如果轨道车辆200上设有驱动装置例如牵引电机驱动车轮11运行，驱动装置可以对车轮11施加制动力以使车轮11减速或停止时，机电制动系统100还可以与配合牵引电机运行，机电制动系统100可以根据驱动装置对车轮11 施加的电制动力情况来控制制动器12的制动力，从而配合电制动力施加合适的制动力，保证各个车轮11受到的制动力较为均衡；但不限于此。
由此，通过在轨道车辆200制动时采用机电制动系统100机电制动的方式，即行车时采用机电制动以保证轨道车辆200的行车速度、停车时也采用机电制动，既可满足轨道车辆200行车时施加机电制动提高乘车舒适性及快速响应制动指令，又能满足将轨道车辆200永久停放在坡道上、制动力不会衰减导致溜坡；机电制动无压缩介质、无管路布置，制动力的形成源动力不是压缩空气、也不是液压油，而是采用的机械结构，环境友好，同时使得制动器12结构简单、具有良好的安全可靠性，从而简化了轨道车辆200的配置，使得轨道车辆200结构简洁、体积较小，便于实现轨道车辆200的轻量化设计，方便了轨道车辆200的维护保养；此外，轨道车辆200的配置便于实现模块化设计，便于组装、调试，降低轨道车辆200的成本。
需要说明的是，在本申请的描述中，“多个”的含义是两个或两个以上。
根据本申请实施例的用于轨道车辆200的机电制动系统100，通过在轨道车辆200行车制动时采用机电制动系统100机电制动的方式，既可满足轨道车辆200行车时施加机电制动提高乘车舒适性及快速响应制动指令，又能满足将轨道车辆200永久停放在坡道上、制动力不会衰减导致溜坡；机电制动无压缩介质、无管路布置，环境友好，同时使得制动器12结构简单、具有良好的安全可靠性，从而简化了轨道车辆200的配置，使得轨道车辆200结构简洁、体积较小，便于实现轨道车辆200的轻量化设计，方便了轨道车辆200的维护保养；轨道车辆200的配置便于实现模块化设计，便于组装、调试，降低轨道车辆200的成本。此外，本申请的轨道车辆200采用基于数字化、智能化、安全原则的控制方式，可以满足无人驾驶要求。
在本申请的一些实施例中，如图2和图3所示，机电制动系统100具有第一电源4和多个第二电源5，第一电源4与中央控制单元2电连接，则第一电源4可以对中央控制单元2供电，保证中央控制单元2的正常工作。多个第二电源5分别与多个机电制动控制单元3电连接，则多个第二电源5可以分别对多个机电制动控制单元3供电，以保证多个机电制动控制单元3正常工作，其中第二电源5的数量与机电制动控制单元3的数量可以相等、也可以不相等；例如，第二电源件5的数量为m、机电制动控制单元3的数量为n，且m≥2、n≥2，当m＝n时，m个第二电源5可以与n个机电制动控制单元3一一对应设置，当m＞n时，n个机电制动控制单元3中的至少一个可以对应m个第二电源5中的至少两个设置，也就是说，至少一个机电制动控制单元3可以与多个第二电源5对应设置。
例如，在图2和图3的示例中，第一电源4包括第一主电源件41和第一备用电源件42，第一主电源件41和第一备用电源件42并联后与中央控制单元2电连接，此时第一主电源件41和第一备用电源件42可以分别对中央控制单元2供电，第一主电源件41和第一备用电源件42之间可以互相形成备份，避免中央控制单元2断电而无法正常工作，提升了机电制动系统100供电的冗余度，保证了机电制动系统100制动的安全可靠性，同时在保证对中央控制单元2供电的冗余度的前提下、简化了第一电源4的结构，方便了第一电源4的布置。
可以理解的是，“第一主电源件41和第一备用电源件42并联后与中央控制单元2电连接”可以包括第一主电源件41和第一备用电源件42始终与中央控制单元2保持电连接，还可以包括第一主电源件41和第一备用电源件42中的其中一个与中央控制单元2电连接，当第一主电源件41和第一备用电源件42中的上述其中一个故障时、可以触发第一主电源件41和第一备用电源件42中的另一个与中央控制单元2电连接以实现继续供电。但不限于此。
例如，在图2和图3的示例中，第二电源5包括第二主电源件51和第二备用电源件52，第二主电源件51和第二备用电源件52并联后与机电制动控制单元3电连接，此时第二主电源件51和第二备用电源件52可以分别对对应机电制动控制单元3供电，第二主电源件51和第二备用电源件52之间可以互相形成备份，避免机电制动控制单元3断电而无法正常工作，进一步提升了机电制动系统100供电的冗余度，保证了机电制动系统100制动的安全可靠性，同时在保证对机电制动控制单元3供电的冗余度的前提下、简化了第二电源5的结构，方便了第二电源5的布置。
可以理解的是，“第二主电源件51和第二备用电源件52并联后与机电制动控制单元3电连接”可以包括第二主电源件51和第二备用电源件52始终与机电制动控制单元3保持电连接，还可以包括第二主电源件51和第二备用电源件52中的其中一个与机电制动控制单元3电连接，当第二主电源件51和第二备用电源件52中的上述其中一个故障时、可以触发第二主电源件51和第二备用电源件52中的另一个与机电制动控制单元3电连接以实现继续供电。但不限于此。
在本申请的一些实施例中，机电制动控制单元3为四个，第二电源5为四个，第二电源件5与机电制动控制单元3一一对应，此时，四个第二电源5可以分别对四个机电制动控制单元3供电。
在本申请的一些实施例中，机电制动控制单元3为四个，第二电源件5为四个，每个第二电源5与两个机电制动控制单元3电连接，保证机电制动系统100的供电冗余度， 提升了机电制动系统100的制动可靠性。
当然，在图2和图3的示例中，机电制动控制单元3为四个，第二电源5还可以为两个，每个第二电源5与两个机电制动控制单元3电连接。其中，每个第二电源5均包括第一主电源件51和第二备用电源件52，第二主电源件51和对应第二备用电源件52并联后可以对四个机电制动控制单元3中的其中两个同时供电，另一个第二主电源件51和对应第二备用电源件52并联后可以对四个机电制动控制单元3中的另外两个同时供电；当第二主电源件51因故障等因素无法对对应机电制动控制单元3供电时，对应的第二备用电源件52可以对对应机电制动控制单元3继续供电。由此，在保证对机电制动控制单元3供电冗余的前提下、简化了第二电源5的数量，方便了第二电源5的布置。
例如，如图3所示，机电制动系统100还可以包括蓄能件7，蓄能件7与至少一个机电制动控制单元3电连接，使得蓄能件7可以对上述至少一个机电制动控制单元3供电；若轨道车辆200在行车过程中异常高压断电，可以通过蓄能件7供电和检测的退电信号施加制动，例如蓄能件7可以对机电制动控制单元3模块继续常电，保证机电制动控制单元3可以常被供电，仍可以实现制动，保证轨道车辆200的安全，也就是说，机电制动系统100可以具有失电自动制动功能，进一步提升了轨道车辆200的安全可靠性。其中，蓄能件7可选为蓄电池。
例如，如图2和图3所示，每个机电制动控制单元3均与中央控制单元2之间采用网络连接和硬线连接。例如，中央控制单元2接收信号系统或司控台制动指令，通过网络CAN连线和/或硬线连线将制动指令传递至机电制动控制单元3；当网络信号故障时，中央控制单元2可以通过硬线连线传递制动指令，而当硬线连线故障时，中央控制单元2可以通过网络连线传递制动指令，从而提升了机电制动系统100指令传输的安全性，保证指令的顺利传输。由此，网络连线和硬线连线可以互相形成备份，避免指令传输中断，进一步保证了机电制动系统100的安全性。
其中，网络连接可以指机电制动控制单元3与中央控制单元2之间的信号线可以采用网络连接线连接，以通过网络信号通讯，硬线连接可以指机电制动控制单元3与中央控制单元2之间的信号线可以采用硬线连接。
在本申请的一些实施例中，机电制动系统100具有多个轮速传感器6，多个轮速传感器6与多个车轮11一一对应，轮速传感器6与中央控制单元2相连且轮速传感器6用于检测对应车轮11的转速，轮速传感器6可以件检测到的车轮11的转速信号反馈至中央控制单元2，中央控制单元2通过分析、计算以判断对应车轮11是否发生打滑。 当中央控制器判断车轮11打滑时，可以通过对应机电制动控制单元3单独调节与打滑车轮11对应的制动器12制动力，以减小对应制动器12的制动力，使车轮11恢复滚动。其中，轮速传感器6可以通过检测轮轴的速度以检测对应车轮11的速度。
可以理解的是，轮速传感器6的个数可以与车轮11的个数相等，或者，轮速传感器6的个数还可以小于车轮11的个数。
例如，中央控制单元2获取车轮11的转速以计算出车轮11的速度、减速度和滑移率，中央控制单元2将车轮11的速度、减速度和滑移率中的至少一个作为判据对车轮11进行打滑判断，进一步保证行车制动的安全性。其中，判据可以仅为车轮11的速度，或者，判据可以仅为车轮11的减速度，或者，判据可以仅为车轮11的滑移率，或者，判据可以为车轮11的速度和减速度结合，或者，判据可以为车轮11的速度和滑移率结合，或者，判据可以为车轮11的减速度和滑移率结合，或者，判据还可以为车轮11的速度、减速度和滑移率结合。
可以理解的是，中央控制单元2可以将车轮11的速度、减速度和滑移率中的至少两个作为判据，以提升车轮11打滑判断的准确性。
当判据包括车轮11的速度时，轮速传感器6将车轮11的转速信号反馈至中央控制单元2，中央控制单元2可以计算出车轮11的速度，如果车轮11的速度小于轨道车辆200的速度、且车轮11的速度与轨道车辆200速度之间的差值超过第一预设值，则中央控制单元2判断对应车轮11打滑；当判据包括车轮11的减速度时，轮速传感器6将车轮11的转速信号反馈至中央控制单元2，中央控制单元2可以通过计算得出车轮11的减速度，如果车轮11的减速度迅速下降至超过第二预设值，则中央控制单元2判断对应车轮11打滑；当判据包括车轮11的滑移率时，轮速传感器6将车轮11的转速信号反馈至中央控制单元2，中央控制单元2可以通过计算得出车轮11的滑移率，如果车轮11的滑移率超过第三预设值，则中央控制单元2判断对应车轮11打滑。
其中，第一预设值、第二预设值和第三预设值可以分别根据轨道车辆200的实际运行情况具体预设在中央控制单元2内，车轮11的滑移率可以使车轮11速度与车体1速度(即轨道车辆200的速度)的差值与车体1速度之间的比值。
在本申请的一些实施例中，如图1-图5所示，制动器12可以为电机机械制动器，制动器12包括电机121、螺旋机构122和闸片123，螺旋机构122由电机121驱动移动，螺旋机构122的自由端设有活塞122a，闸片123设在活塞122a上以与车轮11的制动盘配合或分离。由此，采用机电制动控制单元3控制制动器12制动，电机121可以驱动螺旋机构122向右移动，从而通过活塞122a使得闸片123与对应车轮11的制动盘配 合，实现车体1的制动；电机121还可以驱动螺旋机构122向左移动，从而通过活塞122a使得闸片123与对应车轮11的制动盘分离，以缓解制动；同时在保证制动功能的同时、简化了制动器12的结构和体积，便于布置制动器12。其中，电机121与螺旋机构122之间可以设有减速装置，减速装置可以为行星齿轮机构；电机121可选为无刷直流电机121；螺旋机构122可选为滚珠丝杠。
例如，机电制动控制单元3接收中央控制单元2的制动指令后，通过控制算法计算，将目标制动力信号(即与所需制动力对应的信号)转化为电机121的电压控制量，然后采用脉冲宽度调制技术驱动电机121正转或反转，经过减速装置的减速、螺旋机构122的运动转化，使闸片123夹紧或松开制动盘，执行制动或缓解，确保执行制动或缓解时，闸片123产生的制动力与所需制动力大小一致。
其中，机电制动控制单元3对对应电机121的电流、电压进行检测，以便于实现对应电机121的过流保护、过压保护和欠压保护，保证电机121的使用可靠性。其中，可以通过检测制动器12对应的电机121的转速与电流来监测制动器12的制动状态，电机121转速、电机121电流和制动器12对车轮11的夹紧力的关系如图5所示；在图5中，横轴表示时间，起初电机121未启动、电机121转速为0且活塞122a与闸片123之间存在一定间隔，此时活塞122a对车轮11的作用力为0，则夹紧力为0；随后，电机121启动，电机121会产生冲击电流，随后电机121的电流逐渐稳定，此时电机121可以空载转动；然后，当活塞122a使得闸片123与对应车轮11的制动盘接触时，活塞122a对车轮11产生作用力，此时夹紧力开始增大、电机121转速降低，电机121开始发生堵转，电机121的电流逐渐增大且电机121电流为堵转电流。换言之，当夹紧力不为0时，电机121转速、电流与夹紧力存在一定函数关系，则可以通过检测电机121的转速与电流来检测制动器12的制动状态。
可以理解的是，制动器12具有良好的自锁功能，进一步保证了轨道车辆200永久停放在坡道上、制动力不会衰减导致溜坡，实现了轨道车辆200的永久停放，保证了轨道车辆200停车稳定性。
轨道车辆200在行车过程中的制动可以采用全电制动，即通过电能来实现车体1的制动，车体1上可以配置转换装置以将车体1的动能转化为电能储存在车体1的电源例如动力电池中以供车体1使用，轨道车辆200到站停车后、可以通过电能将车体1制动到速度为零，以最大限度地节能，提高资源利用率。例如，轨道车辆200的牵引电机可以形成为电动机-发电机一体机，从而在轨道车辆200行车制动的过程中、将轨道车辆200的动能转化为电能以存储在动力电池中。
例如，如图3所示，制动器12还包括压力传感器124，压力传感器124和与该制动器12对应的机电制动控制单元3电气连接，压力传感器124用于监测闸片123的制动力、并反馈至对应机电制动控制单元3。例如，压力传感器124可以将检测到的压力信号发送给对应机电制动控制单元3，根据压力传感器124的信号和即时的制动指令信号，机电制动控制单元3可以控制电机121正转或反转来相应增加或减小闸片123的制动力，以形成制动力的闭环控制，使得闸片123的制动力趋近于目标值，以使得制动器12的制动力达到目标值。
根据本申请第二方面实施例的机电制动系统100的控制方法，机电制动系统100为根据本申请上述第一方面实施例的用于轨道车辆200的机电制动系统100。
控制方法包括以下步骤：中央控制单元2向机电制动控制单元3发送指令；机电制动控制单元3根据接收的指令控制对应制动器12执行相应动作。
例如，如图6所示，轨道车辆200的信号系统和司控台可以给中央控制单元2发送指令，当中央控制单元2接收到指令后，可以对指令进行相应处理，然后中央控制单元2向至少一个机电制动控制单元2发送指令，接收到指令的机电制动控制单元2可以控制制动器12执行相应动作，例如制动器12可以施加制动、也可以缓解制动等。
根据本申请实施例的机电制动系统100的控制方法，机电制动系统100的控制逻辑较为简单、便于实现，保证了轨道车辆200的行车安全。
在本申请的一些实施例中，机电制动系统100具有第一电源4，第一电源4包括第一主电源件41和第一备用电源件42，第一主电源件41和第一备用电源件42均与中央控制单元2电连接，第一主电源件41和第一备用电源件42可以分别对中央控制单元2供电；当第一主电源件41故障时，第一备用电源件42对所述中央控制单元2供电，避免中央控制单元2断电而无法正常工作，提升了机电制动系统100供电的冗余度，保证了机电制动系统100制动的安全可靠性。其中，第一主电源件41与第一备用电源件42可以并联后与中央控制单元2电连接。
可以理解的是，第一电源4可以为一个或多个；“第一主电源件41和第一备用电源件42均与中央控制单元2电连接”可以包括第一主电源件41和第一备用电源件42始终与中央控制单元2保持电连接，还可以包括第一主电源件41和第一备用电源件42中的其中一个与中央控制单元2电连接，当第一主电源件41和第一备用电源件42中的上述其中一个故障时、可以触发第一主电源件41和第一备用电源件42中的另一个与中央控制单元2电连接以实现继续供电。但不限于此。
在本申请的一些实施例中，机电制动系统100具有多个第二电源5，每个第二电源 5均包括第二主电源件51和第二备用电源件52，第二主电源件51和第二备用电源件52均与机电制动控制单元3电连接，第二主电源件51和第二备用电源件52可以分别对机电制动控制单元3供电；当第二主电源件51故障时，第二备用电源件52对机电制动控制单元3供电，避免机电制动控制单元3断电而无法正常工作，提升了机电制动系统100供电的冗余度，保证了机电制动系统100制动的安全可靠性。其中，第二主电源件51与第二备用电源件52可以并联后与机电制动控制单元3电连接。
可以理解的是，第二电源5可以为一个或多个；“第二主电源件51和第二备用电源件52均与对应机电制动控制单元3电连接”可以包括第二主电源件51和第二备用电源件52始终与对应机电制动控制单元3保持电连接，还可以包括第二主电源件51和第二备用电源件52中的其中一个与对应机电制动控制单元3电连接，当第二主电源件51和第二备用电源件52中的上述其中一个故障时、可以触发第二主电源件51和第二备用电源件52中的另一个与对应机电制动控制单元3电连接以实现继续供电。但不限于此。
例如，每个机电制动控制单元3均与中央控制单元2之间通过网络连接线和硬线连接，当网络连接线和硬线中的其中一个故障时，机电制动控制单元3与中央控制单元2之间通过网络连接线和硬线中的另一个通讯；例如，当网络信号故障时，中央控制单元2可以通过硬线连线传递制动指令，而当硬线连线故障时，中央控制单元2可以通过网络连线传递制动指令，从而提升了机电制动系统100指令传输的安全性，保证指令的顺利传输。
例如，制动器12包括电机121、螺旋机构122和闸片123，螺旋机构122由电机121驱动移动，螺旋机构122的自由端设有活塞122a，闸片123设在活塞122a上以与车轮11的制动盘配合或分离。由此，采用机电制动控制单元3控制制动器12制动，电机121可以驱动螺旋机构122朝向靠近对应车轮11的方向移动(例如，图4中电机121可以驱动螺旋机构122向右移动)，从而通过活塞122a使得闸片123与对应车轮11的制动盘配合，实现车体1的制动；电机121还可以驱动螺旋机构122朝向远离对应车轮11的方向移动(例如，图4中电机121可以驱动螺旋机构122向左移动)，从而通过活塞122a使得闸片123与对应车轮11的制动盘分离，以缓解制动；同时在保证制动功能的同时、简化了制动器12的结构和体积，便于布置制动器12。其中，电机121与螺旋机构122之间可以设有减速装置，减速装置可以为行星齿轮机构；电机121可选为无刷直流电机121；螺旋机构122可选为滚珠丝杠。
在制动器12执行动作(例如施加制动或缓解制动)的过程中，机电制动单元3检测电机121的电流和电压中的至少一个，即机电制动单元3可以仅检测电机121的电流、 也可以仅检测电机121的电压、还可以检测电机121的电流和电压。当机电制动单元3检测电机121的电流时，如果电流检测值超过对应预设值，机电制动控制单元3控制电机121停止运行，以实现电机121的过流保护；当机电制动单元3检测电机121的电压时，如果电压检测值超过对应预设值，机电制动控制单元3控制电机121停止运行，以实现电机121的过压保护，而如果电压检测值低于对应预设值，机电制动控制单元3控制电机121停止运行，以实现电机121的欠压保护。由此，保证了电机121的使用可靠性。
在本申请的一些实施例中，如图3和图7所示，制动器12包括压力传感器124，压力传感器124用于检测制动器12的制动力，压力传感器124检测的实时制动力可以反馈至对应机电制动控制单元3，制动器12执行动作的过程中，机电制动控制单元3将压力传感器124检测的实时制动力与中央控制单元2发出的指令中的目标制动力进行比较，并调节制动器12使实时制动力趋近目标制动力。例如，压力传感器124可以将检测到的压力信号发送给对应机电制动控制单元3，根据压力传感器124的信号和中央控制单元2发出的即时的制动指令信号，机电制动控制单元3可以控制电机121正转或反转来相应增加或减小制动器12的制动力，以形成制动力的闭环控制，使得制动器12的制动力趋近目标值。
例如，如图2、图3和图8所示，机电制动系统100具有多个轮速传感器6，每个轮速传感器6用于检测对应车轮11的转速；中央控制单元2获取车轮11的转速以计算出车轮11的速度、减速度和滑移率，中央控制单元2将车轮11的速度、减速度和滑移率中的至少一个作为判据对车轮11进行打滑判断。其中，每个转速传感器6可以分别与中央控制单元2相连，以将检测的车轮11的转速反馈至中央控制单元2。当中央控制器判断车轮11打滑时，可以通过对应机电制动控制单元3单独调节与打滑车轮11对应的制动器12制动力，以减小对应制动器12的制动力，使车轮11恢复滚动。
可以理解的是，上述判据可以仅为车轮11的速度，或者，判据可以仅为车轮11的减速度，或者，判据可以仅为车轮11的滑移率，或者，判据可以为车轮11的速度和减速度结合，或者，判据可以为车轮11的速度和滑移率结合，或者，判据可以为车轮11的减速度和滑移率结合，或者，判据还可以为车轮11的速度、减速度和滑移率结合。
例如，当判据包括车轮11的速度时，轮速传感器6将车轮11的转速信号反馈至中央控制单元2，中央控制单元2可以计算出车轮11的速度，如果车轮11的速度小于轨道车辆200的速度且车轮11的速度与轨道车辆200速度之间的差值超过第一预设值，中央控制单元2判断对应车轮11打滑；当判据包括车轮11的减速度时，轮速传感器6 将车轮11的转速信号反馈至中央控制单元2，中央控制单元2可以通过计算得出车轮11的减速度，如果车轮11的减速度迅速下降至超过第二预设值，则中央控制单元2判断对应车轮11打滑；当判据包括车轮11的滑移率时，轮速传感器6将车轮11的转速信号反馈至中央控制单元2，中央控制单元2可以通过计算得出车轮11的滑移率，如果车轮11的滑移率超过第三预设值，则中央控制单元2判断对应车轮11打滑。
其中，第一预设值、第二预设值和第三预设值可以分别根据轨道车辆200的实际运行情况具体预设在中央控制单元2内，车轮11的滑移率可以使车轮11速度与车体1速度的差值与车体1速度之间的比值。
根据本申请第三方面实施例的轨道车辆200，包括至少一节车体1和至少一个机电制动系统100，每节车体1上设有多个车轮11，机电制动系统100为根据本申请上述第一方面实施例的用于轨道车辆200的机电制动系统100，机电制动系统100用于对多个车轮11制动。其中，轨道车辆200可以为城轨列车，城轨列车可以为少编组自导向小型胶轮城轨列车，例如1～2编组自导向小型胶轮城轨列车，此时该城轨列车包括1～2节车体1。但不限于此。
例如，每节车体1上均可以配置一个机电制动系统100，每节可以具有四个车轮11，机电制动系统100的制动器12可以为四个、机电制动控制单元3可以为四个，四个制动器12可以与四个机电制动控制单元3一一对应设置，四个制动器12可以对应四个车轮11设置，使得轨道车辆200前后左右受力平衡，车体1更加稳定，保证了轨道车辆200的舒适性。
当然，机电制动系统100的数量还可以小于车体1的数量，此时至少一节车体1上未配置机电制动系统100；但不限于此。其中，机电制动系统100中的机电制动控制单元3不限于为四个，还可以为两个、三个或五个等。
可以理解的是，当轨道车辆200包括多节车体1时，多节车体1配置的机电制动控制单元3的数量可以不完全相同，也就是说，多节车体1中的至少两节配置的机电制动控制单元3的数量不等；例如多个车体1中的其中一节可以配置两个机电制动控制单元2，其余车体1中的其中一节可以配置四个机电制动控制单元3，而不限于此。
根据本申请实施例的轨道车辆200，通过采用上述的机电制动系统100，保证了轨道车辆200的行车制动安全，有效简化了轨道车辆200的配置，降低成本，且便于实现轨道车辆200的轻量化设计和模块化设计，方便了轨道车辆200的维护保养。
当然，机电制动控制单元3还可以控制多个制动器12的运行；例如，当机电制动系统100包括两个机电制动控制单元3和四个制动器12时，四个制动器12可以对应四 个车轮11设置，每个机电制动控制单元3对应两个制动器12设置，此时，四个车轮11可以分别布置在矩形的四个角处，每个机电控制单元3对应的两个制动器12可以均位于上述矩形的同一边上、也可以位于上述矩形的对角线上；其中，当每个机电制动控制单元3对应的两个制动器12位于上述矩形的对角线上时，如果仅通过一个机电制动控制单元3来实现制动，此时轨道车辆200也可以具有良好的受力，受力平衡，从而机电制动系统100施加制动或缓解制动(即释放制动)时、车体1同样可以保持稳定，保证了轨道车辆200的舒适性。但不限于此。
根据本申请实施例的轨道车辆200的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本申请的描述中，需要理解的是，术语“中心”、“长度”、“宽度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (19)

  1. 一种用于轨道车辆的机电制动系统，其特征在于，包括：
    中央控制单元；
    多个机电制动控制单元，每个所述机电制动控制单元均与所述中央控制单元相连；
    多个制动器，所述制动器用于对所述轨道车辆的车轮制动，每个所述机电制动控制单元与至少一个所述制动器相连；
    当所述轨道车辆需要进行行车制动时，至少一个所述机电制动控制单元通过控制所述制动器对所述车轮制动。
  2. 根据权利要求1所述的用于轨道车辆的机电制动系统，其特征在于，所述机电制动系统具有第一电源和多个第二电源，所述第一电源与所述中央控制单元电连接，多个所述第二电源分别与多个所述机电制动控制单元电连接。
  3. 根据权利要求2所述的用于轨道车辆的机电制动系统，其特征在于，所述第一电源包括第一主电源件和第一备用电源件，所述第一主电源件和所述第一备用电源件并联后与所述中央控制单元电连接。
  4. 根据权利要求3所述的用于轨道车辆的机电制动系统，其特征在于，每个所述第二电源包括第二主电源件和第二备用电源件，所述第二主电源件和所述第二备用电源件并联后与所述机电制动控制单元电连接。
  5. 根据权利要求3或4所述的用于轨道车辆的机电制动系统，其特征在于，
    所述机电制动控制单元为四个，所述第二电源为四个，所述第二电源与所述机电制动控制单元一一对应电连接；或者，
    所述机电制动控制单元为四个，所述第二电源为两个，每个所述第二电源与两个所述机电制动控制单元电连接。
  6. 根据权利要求3-5中任一项所述的用于轨道车辆的机电制动系统，其特征在于，所述机电制动系统还包括蓄能件，所述蓄能件与至少一个所述机电制动控制单元电连接。
  7. 根据权利要求1-6中任一项所述的用于轨道车辆的机电制动系统，其特征在于，每个所述机电制动控制单元均与所述中央控制单元之间采用网络连接和硬线连接。
  8. 根据权利要求1-7中任一项所述的用于轨道车辆的机电制动系统，其特征在于，所述机电制动系统具有多个轮速传感器，多个所述轮速传感器与多个所述车轮一一对应，所述轮速传感器与所述中央控制单元相连且用于检测对应所述车轮的转速。
  9. 根据权利要求8所述的用于轨道车辆的机电制动系统，其特征在于，所述中央控制单元获取所述车轮的转速以计算出所述车轮的速度、减速度和滑移率，所述中央控制单元将所述车轮的速度、减速度和滑移率中的至少一个作为判据对所述车轮进行打滑判断，
    当所述判据包括所述车轮的速度时，所述车轮的速度小于所述车体的速度且所述车轮的速度与所述车体速度之间的差值超过第一预设值，所述中央控制单元判断对应所述车轮打滑；
    当所述判据包括所述车轮的减速度时，所述车轮的减速度超过第二预设值，所述中央控制单元判断对应所述车轮打滑；
    当所述判据包括所述车轮的滑移率时，所述车轮的滑移率超过第三预设值，所述中央控制单元判断对应所述车轮打滑。
  10. 根据权利要求1-9中任一项所述的用于轨道车辆的机电制动系统，其特征在于，所述制动器包括：
    电机；
    螺旋机构，所述螺旋机构由所述电机驱动移动，所述螺旋机构的自由端设有活塞；
    闸片，所述闸片设在所述活塞上以与所述车轮的制动盘配合或分离。
  11. 根据权利要求10所述的用于轨道车辆的机电制动系统，其特征在于，所述制动器还包括：
    压力传感器，所述压力传感器与对应所述机电制动控制单元电气连接，所述压力传感器用于监测所述闸片的制动力、并反馈至对应所述机电制动控制单元。
  12. 一种机电制动系统的控制方法，其特征在于，所述机电制动系统为根据权利要求1-11中任一项所述的用于轨道车辆的机电制动系统，
    所述控制方法包括以下步骤：
    所述中央控制单元向所述机电制动控制单元发送指令；
    所述机电制动控制单元根据接收的指令控制对应所述制动器执行相应动作。
  13. 根据权利要求12所述的机电制动系统的控制方法，其特征在于，所述机电制动系统具有第一电源，所述第一电源包括第一主电源件和第一备用电源件，所述第一主电源件和所述第一备用电源件均与所述中央控制单元电连接，
    当所述第一主电源件故障时，所述第一备用电源件对所述中央控制单元供电。
  14. 根据权利要求12或13所述的机电制动系统的控制方法，其特征在于，所述机电制动系统具有多个第二电源，每个第二电源均包括第二主电源件和第二备用电源件， 所述第二主电源件和所述第二备用电源件均与所述机电制动控制单元电连接，
    当所述第二主电源件故障时，所述第二备用电源件对所述机电制动控制单元供电。
  15. 根据权利要求12-14中任一项所述的机电制动系统的控制方法，其特征在于，每个所述机电制动控制单元均与所述中央控制单元之间通过网络连接线和硬线连接，当所述网络连接线和所述硬线中的其中一个故障时，所述机电制动控制单元与所述中央控制单元之间通过所述网络连接线和所述硬线中的另一个通讯。
  16. 根据权利要求12-15中任一项所述的机电制动系统的控制方法，其特征在于，所述制动器包括电机、螺旋机构和闸片，所述螺旋机构由所述电机驱动移动，所述螺旋机构的自由端设有活塞，所述闸片设在所述活塞上以与所述车轮的制动盘配合或分离，
    所述制动器执行动作的过程中，所述机电制动单元检测所述电机的电流和电压中的至少一个，
    当检测值超过预设值时，所述机电制动控制单元控制所述电机停止运行。
  17. 根据权利要求12-16中任一项所述的机电制动系统的控制方法，其特征在于，所述制动器包括压力传感器，所述压力传感器用于检测所述制动器的制动力，
    所述制动器执行动作的过程中，所述机电制动控制单元将所述压力传感器检测的实时制动力与所述中央控制单元发出的指令中的目标制动力进行比较，并调节所述制动器使所述实时制动力趋近所述目标制动力。
  18. 根据权利要求12-17中任一项所述的机电制动系统的控制方法，其特征在于，所述机电制动系统具有多个轮速传感器，每个所述轮速传感器用于检测对应所述车轮的转速，
    所述中央控制单元获取所述车轮的转速以计算出所述车轮的速度、减速度和滑移率，所述中央控制单元将所述车轮的速度、减速度和滑移率中的至少一个作为判据对所述车轮进行打滑判断，
    当所述判据包括所述车轮的速度时，所述车轮的速度小于所述车体的速度且所述车轮的速度与所述车体速度之间的差值超过第一预设值，所述中央控制单元判断对应所述车轮打滑；
    当所述判据包括所述车轮的减速度时，所述车轮的减速度超过第二预设值，所述中央控制单元判断对应所述车轮打滑；
    当所述判据包括所述车轮的滑移率时，所述车轮的滑移率超过第三预设值，所述中央控制单元判断对应所述车轮打滑。
  19. 一种轨道车辆，其特征在于，包括：
    至少一节车体，每节所述车体上设有多个所述车轮；
    至少一个机电制动系统，所述机电制动系统为根据权利要求1-11中任一项所述的用于轨道车辆的机电制动系统，所述机电制动系统用于对多个所述车轮制动。
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EP4360972A1 (en) * 2022-10-26 2024-05-01 Dellner Bubenzer AB Brake unit for a rail vehicle
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CN119872627A (zh) * 2025-03-04 2025-04-25 中国国家铁路集团有限公司 一种动车组全电驱摩擦制动系统

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