A high-speed maglev electro-mechanical braking system and method

Abstract

The present invention relates to the technical field of vehicle braking systems, and specifically relates to a high-speed maglev electro-mechanical braking system and method, which includes an electro-mechanical braking control module. The electro-mechanical braking control module includes a braking microcomputer control unit, a motor drive unit, and a backup power supply unit; an electro-mechanical friction braking device, which includes four electro-mechanical brake cylinders, four sets of connecting rod assemblies, and two sets of wear plates; the electro-mechanical braking control module controls the electro-mechanical friction braking device. The advantages are that: it effectively avoids many limitations of eddy current braking at high speeds, and compared with eddy current braking, the electro-mechanical friction braking system of high-speed maglev trains has the advantages of reducing weight and energy consumption.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking systems, and in particular to a high-speed maglev electro-mechanical braking system and method. Background Art

[0002] When a high-speed maglev train is running, the reliability and safety of braking are particularly important. Braking is the safety line for train operation, and the braking device is an important part of the braking system. After long-term development, high-speed maglev trains have gradually matured and been put into use. At the same time, more and more stringent requirements have been put forward for the braking technology of high-speed maglev trains. The currently used electro-excited eddy current braking magnets use their controllability to achieve safe braking, but they also have the following disadvantages: (1) They consume a large amount of electrical energy and must draw electrical energy from the vehicle power grid; (2) The braking rail generates extremely high heat, which affects the stability of the line in the intensive braking section; (3) The induced electromagnetic field generated during eddy current braking affects track communication to a certain extent.

[0003] For high-speed maglev trains, as the speed increases, the adaptability of eddy current braking technology will also decrease. At high speeds, the power consumption of eddy current braking increases, the battery redundancy is too high, resulting in an excessive system weight; a large amount of heat is generated during the braking process. In order to maintain the stability of the line, the use time of eddy current braking at high speeds is limited; the braking force characteristics are greatly affected by speed, the braking rate is uneven within the full speed range, and the train cannot stop only relying on eddy current braking and other problems. Summary of the Invention

[0004] The purpose of the present invention is to generate frictional braking force by converting electrical energy into mechanical action, effectively avoiding many limitations of eddy current braking at high speeds. And compared with eddy current braking, the electro-mechanical friction braking system of high-speed maglev trains has the advantages of reducing weight and energy consumption.

[0005] To achieve the above object, a high-speed maglev electro-mechanical braking system is designed, including: an electro-mechanical braking control module, the electro-mechanical braking control module includes a braking microcomputer control unit, a motor drive unit and a backup power supply unit; an electro-mechanical friction braking device, the electro-mechanical friction braking device includes four electro-mechanical brake cylinders, four sets of connecting rod assemblies and two sets of wear plates; the electro-mechanical braking control module controls the electro-mechanical friction braking device.

[0006] The present invention also has the following preferred technical solutions:

[0007] 1. The communication between the electro-mechanical braking control module and the train uses Ethernet and hardwired signals. Under normal circumstances, vehicle Ethernet is used for communication, and in case of emergency, hardwired signals are used for communication backup.

[0008] 2. The standby power supply unit includes a battery or battery pack and a power management module, which realizes the self-management of battery charging and discharging. At the same time, it has a communication interface with the brake microcomputer control unit to receive control signals and feedback status signals.

[0009] 3. A displacement lead screw, a locking clutch, a force transmission clutch, a motor assembly, a speed reducer, and a thrust lead screw are provided in the electromechanical brake cylinder. One end of the motor assembly is connected to the speed reducer to amplify the torque. The other end of the speed reducer is connected to the thrust lead screw to convert the rotational motion into a translational motion to achieve a large thrust. The other end of the motor assembly is connected to the displacement lead screw through the force transmission clutch and the locking clutch. When eliminating the clearance, the rapid clearance elimination is achieved through the rapid displacement. After the clearance is eliminated, the displacement lead screw is disconnected and locked through the force transmission clutch and the locking clutch.

[0010] The working method of the above high-speed maglev electromechanical braking system is as follows:

[0011] A. When the microcomputer control unit receives a braking signal, the microcomputer control unit controls the force transmission clutch to be energized and closed, and the locking clutch to be de-energized and disengaged, so that the displacement lead screw rotates following the motor assembly. At the same time, an electromechanical brake cylinder push-out instruction is output to the motor drive unit. The motor drive unit converts the instruction signal into a voltage and current signal and outputs it to the electromechanical brake cylinder motor assembly, causing the motor assembly to rotate, which is converted into the simultaneous push-out of the thrust lead screw and the displacement lead screw at both ends of the electromechanical brake cylinder, driving the connecting rod assembly to move, and realizing the clamping of the wear plate. When the microcomputer control unit receives the data from the pressure sensor exceeding the set threshold, it indicates that the clearance of the electromechanical braking device has been eliminated. The microcomputer control unit controls the locking clutch to be energized and closed, and the force transmission clutch to be de-energized and disengaged, so that the displacement lead screw is locked. The microcomputer control unit switches to the force closed-loop control state, calculates the instruction signal output to the motor drive unit through the received data from the pressure sensor, and the motor drive unit converts it into a voltage and current signal to control the rotation of the motor assembly, which is converted into the thrust of the thrust lead screw and then into the clamping force of the wear plate through the connecting rod assembly, achieving the accurate control of the clamping force through closed-loop control;

[0012] B. When the microcomputer braking unit receives a release signal, the microcomputer control unit keeps the locking clutch energized and closed, and the force transmission clutch de-energized and disengaged. At the same time, it outputs a command for the electromechanical brake cylinder to retract to the motor drive unit. The motor drive unit converts the command signal into a voltage and current signal and outputs it to the electromechanical brake cylinder motor assembly, causing the motor assembly to rotate, which is converted into the retraction of the thrust screw of the electromechanical brake cylinder, reducing the thrust, driving the connecting rod assembly to move, and realizing the relaxation of the wear plate. When the microcomputer control unit receives data from the pressure sensor lower than the set threshold, indicating that the clamping force of the electromechanical braking device is eliminated, the microcomputer control unit switches to the displacement closed-loop control state, controls the force transmission clutch to be energized and closed, and the locking clutch to be de-energized and disengaged, so that the displacement screw can rotate following the motor assembly. At the same time, it outputs a command for the electromechanical brake cylinder to retract to the motor drive unit. The motor drive unit converts the command signal into a voltage and current signal and outputs it to the electromechanical brake cylinder motor assembly, causing the motor assembly to rotate, which is converted into the retraction of the thrust screws and the displacement screw at both ends of the electromechanical brake cylinder, driving the connecting rod assembly to move, and realizing the relaxation of the wear plate. During this process, the microcomputer control unit realizes displacement closed-loop control by collecting resolver signals. When the displacement reaches the target value, that is, when the wear plate gap reaches the target value, the microcomputer control unit outputs a stop command signal to the motor drive unit to make the electromechanical brake cylinder stop moving, and the electromechanical friction braking device stops moving.

[0013] Compared with the prior art, the advantages of the present invention are as follows: It effectively avoids many limitations of eddy current braking at high speeds, and compared with eddy current braking, the electromechanical friction braking system of high-speed maglev trains has the advantages of reducing weight and energy consumption, specifically as follows:

[0014] 1. Compact structure, small volume, and light weight. The weight of each vehicle is reduced by about 200 kg compared with eddy current braking;

[0015] 2. Fast response;

[0016] 3. Good control performance, high precision, and good smoothness and consistency during braking;

[0017] 4. Easy to maintain, high braking force redundancy, good reliability and fault safety;

[0018] 5. Low energy consumption, clean and environmentally friendly. Description of the Drawings

[0019] Figure 1 is the schematic diagram of the high-speed maglev electromechanical braking system of the present invention;

[0020] Figure 2 is the schematic diagram of the structure of the electromechanical friction braking device of the present invention;

[0021] Figure 3 is the schematic diagram of the structure of the electromechanical brake cylinder of the present invention;

[0022] In the figure: 1 - Brake microcomputer control unit, 2 - Electro-mechanical brake control module, 3 - Motor drive unit, 4 - Backup power supply unit, 5 - Electro-mechanical brake cylinder, 6 - Electro-mechanical friction braking device, 7 - Link assembly, 8 - Wear plate, 9 - Displacement lead screw, 10 - Pressure sensor, 11 - Locking clutch, 12 - Force transmission clutch, 13 - Rotary transformer, 14 - Motor assembly, 15 - Reducer, 16 - Thrust lead screw. Specific embodiments

[0023] The present invention will be further described below in conjunction with the accompanying drawings. The structure and principle of the present invention are very clear to those skilled in the art. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0024] As Figure 1 shown, the high-speed maglev electro-mechanical braking system provided by the present invention includes an electro-mechanical brake control module 2 and an electro-mechanical friction braking device 6. The electro-mechanical brake control module 2 includes a brake microcomputer control unit 1, a motor drive unit 3, and a backup power supply unit 4. The electro-mechanical friction braking device 6 includes four electro-mechanical brake cylinders 5 and other mechanical structures.

[0025] The brake microcomputer control unit 1 includes modules such as a microprocessor, a power supply, digital input / output, analog input / output, a relay, a CAN, and a vehicle Ethernet, and has functions such as acquisition, reception, transmission, processing, storage, and feedback of relevant signals.

[0026] The brake microcomputer control unit 1 receives the command signal given by the driver or the automatic driving system, and obtains the braking force signal required by the train from the vehicle and train buses; calculates and distributes the electro-mechanical braking force required by the cylinder, and transmits the brake control signal to the motor drive unit 3.

[0027] The motor drive unit 3 includes a normal control unit and an emergency control unit, has a CAN bus interface and a hard wire interface, receives the control signal of the brake microcomputer control unit 1 to control the action of the electric brake cylinder, and has functions such as braking, releasing, and stage braking release.

[0028] The brake microcomputer control unit 1 dynamically calculates the magnitude of the required electro-mechanical braking force according to the magnitude of the electric braking force, and coordinates the electric braking and the electro-mechanical braking, and distributes the braking force of different electro-mechanical brake cylinders 5 within the electro-mechanical braking unit. The electro-mechanical brake control unit controls the braking force output by the electro-mechanical friction braking device 6 to be variable during the braking process.

[0029] The electro-mechanical brake control module 2 is usually powered by the train, and automatically switches to be powered by the backup power supply unit 4 in an emergency; the electro-mechanical friction braking device 6 is powered by the electro-mechanical brake control module 2.

[0030] When a certain electro - hydraulic cylinder fails to output sufficient braking force, the electromechanical braking control module 2 can increase the braking force of other electro - hydraulic cylinders 5 so that the braking system can provide sufficient braking force.

[0031] The electromechanical braking control module 2 restricts the rate of change of the motor current of the electromechanical friction braking device 6 to make the change of the electromechanical braking force meet the requirements of train impact limitation.

[0032] The electromechanical friction braking device 6 includes 4 sets of electro - hydraulic cylinders 5, 4 sets of connecting rod assemblies 7 and 2 sets of wear plates 8. Inside the electro - hydraulic cylinder 5, there are a displacement lead screw 9, a locking clutch 11, a force - transmitting clutch 12, a motor assembly 14, a speed reducer 15 and a thrust lead screw 16. One end of the motor assembly 14 is connected to the speed reducer to amplify the torque. The other end of the speed reducer is connected to the thrust lead screw 16 (hereinafter referred to as the thrust lead screw 16) to convert the rotational motion into translational motion to achieve large thrust. The other end of the motor assembly 14 is connected to the displacement lead screw 9 (hereinafter referred to as the displacement lead screw 9) through the force - transmitting clutch 12 and the locking clutch 11 to achieve rapid clearance elimination during clearance elimination. After clearance elimination, the displacement lead screw 9 is disconnected and locked through the combined action of the force - transmitting clutch 12 and the locking clutch 11. The force - transmitting clutch 12 is responsible for power transmission (hereinafter referred to as the force - transmitting clutch 12), and the other locking clutch 11 is responsible for locking the movement of the displacement lead screw 9 (hereinafter referred to as the locking clutch 11). There are also a pressure sensor 10 and a resolver 13 in the drive unit.

[0033] Both ends of the electro - hydraulic cylinder 5 are divided into a thrust end and a displacement end. The displacement end is used for rapid clearance elimination, and the thrust end generates large thrust to achieve the braking effect. The actions of both ends are controlled by the cooperation of the clutch and the motor inside the electro - hydraulic cylinder.

[0034] When the brake microcomputer control unit 1 receives a brake signal, the brake microcomputer control unit 1 controls the force transmission clutch 12 to be energized and closed, and the locking clutch 11 to be de-energized and disengaged, so that the displacement lead screw 9 can rotate following the motor assembly 14. At the same time, it outputs a command to push out the electro-mechanical brake cylinder 5 to the motor drive unit 3. The motor drive unit 3 converts the command signal into a voltage and current signal and outputs it to the motor assembly 14 of the electro-mechanical brake cylinder 5, so that the motor assembly 14 rotates, which is converted into the simultaneous pushing out of the thrust lead screw 16 and the displacement lead screw 9 at both ends of the electro-mechanical brake cylinder 5, driving the link assembly 7 to move, and realizing the clamping of the wear plate 8. When the data received by the brake microcomputer control unit 1 from the pressure sensor 10 exceeds the set threshold, it indicates that the clearance of the electro-mechanical friction brake device 6 has been eliminated. The brake microcomputer control unit 1 controls the locking clutch 11 to be energized and closed, and the force transmission clutch 12 to be de-energized and disengaged, so that the displacement lead screw 9 is locked. The brake microcomputer control unit 1 switches to the force closed-loop control state, calculates the command signal output to the motor drive unit 3 based on the data received by the pressure sensor 10, and the motor drive unit 3 converts it into a voltage and current signal to control the rotation of the motor assembly 14, which is converted into the thrust of the thrust lead screw 16, and is converted into the clamping force of the wear plate 8 through the link assembly 7, and realizes the accurate control of the clamping force through closed-loop control.

[0035] When the brake microcomputer control unit 1 receives a release signal, the brake microcomputer control unit 1 keeps the locking clutch 11 energized and closed, and the force transmission clutch 12 de-energized and disengaged. At the same time, it outputs a command to retract the electro-mechanical brake cylinder 5 to the motor drive unit 3. The motor drive unit 3 converts the command signal into a voltage and current signal and outputs it to the motor assembly 14 of the electro-mechanical brake cylinder 5, so that the motor assembly 14 rotates, which is converted into the retraction of the thrust lead screw 16 of the electro-mechanical brake cylinder 5, and the thrust decreases, driving the link assembly 7 to move, and realizing the relaxation of the wear plate 8. When the data received by the brake microcomputer control unit 1 from the pressure sensor 10 is lower than the set threshold, it indicates that the clamping force of the electro-mechanical friction brake device 6 has been eliminated. The brake microcomputer control unit 1 switches to the displacement closed-loop control state, controls the force transmission clutch 12 to be energized and closed, and the locking clutch 11 to be de-energized and disengaged, so that the displacement lead screw 9 can rotate following the motor assembly 14. At the same time, it outputs a command to retract the electro-mechanical brake cylinder 5 to the motor drive unit 3. The motor drive unit 3 converts the command signal into a voltage and current signal and outputs it to the motor assembly 14 of the electro-mechanical brake cylinder 5, so that the motor assembly 14 rotates, which is converted into the retraction of the thrust lead screw 16 and the displacement lead screw at both ends of the electro-mechanical brake cylinder 5, driving the link assembly 7 to move, and realizing the relaxation of the wear plate 8. During this process, the brake microcomputer control unit 1 realizes displacement closed-loop control by collecting the signal of the resolver 13. When the displacement reaches the target value, that is, when the clearance of the wear plate 8 reaches the target value, the brake microcomputer control unit 1 outputs a stop command signal to the motor drive unit 3 to make the electro-mechanical brake cylinder 5 stop moving, and the electro-mechanical friction brake device 6 stops moving.

Claims

1. A high-speed maglev electromechanical braking system, characterized in that it includes: An electromechanical braking control module, which includes a braking microcomputer control unit, a motor drive unit, and a backup power supply unit; An electromechanical friction braking device, which includes four electromechanical brake cylinders, four sets of connecting rod assemblies, and two sets of wear plates; The electromechanical braking control module controls the electromechanical friction braking device; In the electromechanical brake cylinder, there are a displacement lead screw, a locking clutch, a force transmission clutch, a motor assembly, a speed reducer, and a thrust lead screw. One end of the motor assembly is connected to the speed reducer to amplify the torque. The other end of the speed reducer is connected to the thrust lead screw to convert the rotational motion into translational motion to achieve a large thrust. The other end of the motor assembly is connected to the displacement lead screw through the force transmission clutch and the locking clutch. When eliminating the gap, the rapid gap elimination is achieved through rapid displacement. After the gap is eliminated, the displacement lead screw is disconnected and locked through the force transmission clutch and the locking clutch. There is also a resolver on the motor assembly.

2. A high-speed maglev electromechanical braking system according to claim 1, characterized in that: The communication between the electromechanical braking control module and the train adopts Ethernet and hardwired signals.

3. A high-speed maglev electromechanical braking system according to claim 1, characterized in that: The backup power supply unit includes a battery or a battery pack and a power management module to realize the self-management of battery charging and discharging. At the same time, it has a communication interface with the braking microcomputer control unit to receive control signals and feedback status signals.

4. A working method of a high-speed maglev electromechanical braking system according to claim 1, characterized in that The method steps are as follows: A. When the microcomputer control unit receives a braking signal, the microcomputer control unit controls the force transmission clutch to be energized and closed, and the locking clutch to be de-energized and disengaged, so that the displacement lead screw rotates following the motor assembly. At the same time, it outputs an instruction signal for the electromechanical brake cylinder to push out to the motor drive unit. The motor drive unit converts the instruction signal into a voltage and current signal and outputs it to the motor assembly of the electromechanical brake cylinder, so that the motor assembly rotates, and it is converted into the simultaneous pushing out of the thrust lead screw and the displacement lead screw at both ends of the electromechanical brake cylinder, driving the connecting rod assembly to move, and realizing the clamping of the wear plate. When the microcomputer control unit receives that the data of the pressure sensor exceeds the set threshold, it indicates that the gap of the electromechanical braking device has been eliminated. The microcomputer control unit controls the locking clutch to be energized and closed, and the force transmission clutch to be de-energized and disengaged, so that the displacement lead screw is locked. The microcomputer control unit switches to the force closed-loop control state, calculates the instruction signal output to the motor drive unit through the received data of the pressure sensor, and the motor drive unit converts it into a voltage and current signal to control the rotation of the motor assembly, which is converted into the thrust of the thrust lead screw, and through the connecting rod assembly, it is converted into the clamping force of the wear plate, and the accurate control of the clamping force is realized through closed-loop control; B. When the microcomputer braking unit receives a release signal, the microcomputer control unit keeps the locking clutch energized and closed, and the force transmission clutch de-energized and disengaged. At the same time, it outputs an instruction for the electromechanical brake cylinder to retract to the motor drive unit. The motor drive unit converts the instruction signal into a voltage and current signal and outputs it to the electromechanical brake cylinder motor assembly, causing the motor assembly to rotate, which is converted into the retraction of the thrust screw of the electromechanical brake cylinder, reducing the thrust, driving the connecting rod assembly to move, and realizing the relaxation of the wear plate. When the microcomputer control unit receives data from the pressure sensor lower than the set threshold, indicating that the clamping force of the electromechanical braking device is eliminated, the microcomputer control unit switches to the displacement closed-loop control state, controls the force transmission clutch to be energized and closed, and the locking clutch to be de-energized and disengaged, so that the displacement screw can rotate following the motor assembly. At the same time, it outputs an instruction for the electromechanical brake cylinder to retract to the motor drive unit. The motor drive unit converts the instruction signal into a voltage and current signal and outputs it to the electromechanical brake cylinder motor assembly, causing the motor assembly to rotate, which is converted into the retraction of the thrust screws and the displacement screw at both ends of the electromechanical brake cylinder, driving the connecting rod assembly to move, and realizing the relaxation of the wear plate. During this process, the microcomputer control unit realizes displacement closed-loop control by collecting resolver signals. When the displacement reaches the target value, that is, when the gap of the wear plate reaches the target value, the microcomputer control unit outputs a stop instruction signal to the motor drive unit to make the electromechanical brake cylinder stop moving, and the electromechanical friction braking device stops moving.

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