An automatic parking system and control method for railway vehicles

Abstract

The present invention discloses an automatic parking system and a control method for railway vehicles, mainly solving the problems that the existing automatic parking system cannot be maintained for a long time and has high energy consumption. The system includes a plurality of parking mechanisms for realizing parking braking and release, a parking system control host for collecting and controlling the states of the parking mechanisms, and a cloud management system for realizing remote control of the parking system control host; wherein, the parking system control host also communicates with the automatic coupling and uncoupling system and the locomotive control system of the railway vehicle itself in real time to judge whether the vehicle is in an operating state and perform vehicle braking and release; the braking or release of the parking system of the present invention can be maintained and does not use electric energy for a long time, having an energy-saving function; at the same time, if there is no external power supply, the handle can be used for manual release or braking without affecting vehicle operation and braking.

Description

Technical Field

[0001] The invention belongs to the technical field of railway vehicle parking, and specifically relates to an automatic parking system and control method for railway vehicles. Background Art

[0002] The problem of railway vehicle runaway is a major safety issue in railway. It is one of the safety issues that railway management departments focus on and prevent.

[0003] Since the parking operation of railway vehicles has long relied on the traditional manual method of driving iron shoes, affected by many factors such as human and natural conditions, many potential safety hazards are caused, and many malignant accidents with casualties and significant property losses occur every year. In order to prevent manual operation of driving iron shoes in dangerous and bad weather conditions to achieve vehicle parking, it is necessary to design an automatic parking system and control method for railway vehicles.

[0004] In the existing automatic parking systems, braking or releasing cannot be maintained for a long time, and electricity is consumed for a long time, resulting in high energy consumption. Summary of the Invention

[0005] The purpose of the invention is to provide an automatic parking system and control method for railway vehicles, mainly solving the problems that the existing automatic parking system cannot be maintained for a long time and has high energy consumption.

[0006] To achieve the above purpose, the technical scheme adopted by the invention is as follows:

[0007] An automatic parking system for railway vehicles includes multiple parking mechanisms for implementing parking braking and releasing, a parking system control host for collecting and controlling the states of the parking mechanisms, and a cloud management system for remotely controlling the parking system control host; wherein, the parking system control host also communicates with the automatic unhooking system and locomotive control system of the railway vehicle itself in real time to judge whether the vehicle is in the running state and perform vehicle braking and releasing.

[0008] The parking mechanism includes a connecting flange installed on the wheel pair of the vehicle bogie through a reducer mounting seat, a gear reducer installed on the reducer mounting seat through the connecting flange and connected to the connecting shaft of the vehicle bogie wheel, and an electromagnetic self-locking brake connected to the gear reducer through a bearing sleeve, wherein the electromagnetic self-locking brake is fixedly connected to the outer shell of the gear reducer through mounting screws.

[0009] Furthermore, in the present invention, the electromagnetic self-locking brake includes two friction plates that are matched with the wheel axle of the railway vehicle or the high-speed shaft of the gear reducer through a spline sleeve, two armatures that respectively press one friction plate through internal spring pressure, a brake stator arranged above the armature, a support cover plate fixedly installed on the two brake stators by screws, a screw rod with one end connected to the middle part of the spline sleeve and the other end passing through the support cover plate, a handle bracket with one end passed through the upper end of the screw rod and supported on the support cover plate, a support spring installed on the support cover plate and supported below the other end of the handle bracket, a top plate rotatably installed on the support cover plate at one end and located below the handle bracket when it is in a vertical position, and an electromagnet arranged on one side of the top plate for generating electromagnetic force to attract the top plate; wherein, when the brake stator is not energized, there is a gap of 0.6 to 1 mm between the brake stator and the armature.

[0010] Furthermore, the present invention also includes a handle rod connected to one end of the handle bracket and a push rod installed through a shaft sleeve for manually rotating the top plate.

[0011] Furthermore, in the present invention, an armature protective cover is provided on the outside of the armature.

[0012] Furthermore, in the present invention, a handle protection cover is provided on the periphery of the handle rod.

[0013] Based on the above parking system, the present invention also provides a railway vehicle automatic parking control method, comprising the following steps:

[0014] S1, after the parking system control host collects the vehicle hook status, it determines whether to brake and execute the decision;

[0015] S2, when braking is required, the brake armature presses the friction plate through the internal spring pressure, thereby locking the gear reducer and achieving braking;

[0016] S3: When the brake is released, the electromagnetic brake is energized. When the brake stator is energized, the electromagnetic force generated overcomes the spring force inside the brake, causing the armature to move upward by 0.6 to 1 mm, thereby releasing the friction plate and releasing the brake state. At the same time, the upward movement of the armature drives the screw to move upward by the same distance. At this time, the spring in the handle mechanism pushes the handle bracket to start to tilt upward by about 3 to 5 mm from the fulcrum of the support cover.

[0017] S4, when it is necessary to keep the brake in the released state after the equipment is powered off, the electromagnet is energized to generate electromagnetic force, and the top plate is attracted by the electromagnet and rotates counterclockwise to the dotted line position;

[0018] After the top plate is in place, power to the brake stator is cut off. The armature loses the electromagnetic force and starts to move downward, simultaneously driving the screw rod. The handle bracket is pressed downward by the downward pressure and is blocked by the top plate. At this time, the brake is in the "state of releasing the brake and maintaining the release".

[0019] S6. When the brake is powered on again, the brake repeats the actions of step S3, and the top plate automatically resets to the right position under the spring force inside the mechanism, and the equipment operates normally.

[0020] Furthermore, in the present invention, when it is necessary to manually release the release state after a complete power outage in the working environment, by manually pulling the handle rod, the handle bracket is tilted upward. At the same time, a person presses the push rod with their hand to rotate the top plate to the dotted line position, and then releases the upward pulling force on the handle rod. It is still possible to manually keep the brake in the state of releasing the brake.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] The braking or release of the parking system of the present invention can be maintained, and it does not consume electrical energy for a long time, having an energy-saving function; at the same time, if there is no external power supply, the handle can be used to manually release or brake, without affecting the vehicle operation and braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a block diagram of the overall structural principle of the present invention.

[0024] Figure 2 It is a schematic installation diagram of the parking mechanism in the present invention.

[0025] Figure 3 It is a partial schematic diagram of the cooperation between the parking mechanism and the connecting shaft in the present invention.

[0026] Figure 4 It is a schematic cross-sectional structure diagram of the electromagnetic self-locking brake in the present invention.

[0027] Figure 5 It is another schematic cross-sectional structure diagram of the electromagnetic self-locking brake in the present invention.

[0028] Among them, the names corresponding to the reference numerals are:

[0029] 1 - Reducer mounting seat, 2 - Connecting flange, 3 - Connecting shaft, 4 - Gear reducer, 5 - Bearing sleeve, 6 - Electromagnetic self-locking brake, 7 - Spline sleeve, 8 - Friction plate, 9 - Armature, 10 - Brake stator, 11 - Support cover plate, 12 - Screw rod, 13 - Handle bracket, 14 - Support spring, 15 - Top plate, 16 - Electromagnet, 17 - Handle rod, 18 - Push rod, 19 - Armature protective cover, 20 - Handle protective cover, 21 - Mounting screw. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] The present invention will be further described below in conjunction with the accompanying drawings and embodiments. The implementation manners of the present invention include but are not limited to the following embodiments.

[0031] Embodiment

[0032] As Figures 1 to 5 shown, an automatic parking system for railway vehicles disclosed by the present invention includes a plurality of parking mechanisms for implementing parking braking and release, a parking system control host for collecting and controlling the states of the parking mechanisms, and a cloud management system for remotely controlling the parking system control host; wherein, the parking system control host also communicates with the automatic hook unhooking system and the locomotive control system of the railway vehicle itself in real time to determine whether the vehicle is in an operating state and perform vehicle braking and release.

[0033] The parking mechanism includes a connecting flange 2 installed on the wheel pair of the vehicle bogie through a reducer mounting seat 1, a gear reducer 4 installed on the reducer mounting seat 1 through the connecting flange 2 and connected to the connecting shaft 3 of the vehicle bogie wheel, and an electromagnetic self-locking brake 6 connected to the gear reducer 4 through a bearing sleeve 5. The electromagnetic self-locking brake 6 is fixedly connected to the outer shell of the gear reducer through mounting screws 21.

[0034] In this embodiment, the electromagnetic self-locking brake 6 includes two friction plates 8 that are fitted with the axle of the railway vehicle or the high-speed shaft of the gear reducer 4 through a spline sleeve 7, two armatures 9 that respectively press one friction plate 8 through internal spring pressure, a brake stator 10 arranged above the armature 9, a support cover plate 11 fixedly installed on the two brake stators 10 through screws, a screw rod 12 with one end connected to the middle of the spline sleeve 7 and the other end passing through the support cover plate 11, a handle bracket 13 with one end passed through by the upper end of the screw rod 12 and propped against the support cover plate 11, a support spring 14 installed on the support cover plate 11 and supporting below the other end of the handle bracket 13, a top plate 15 with one end rotatably installed on the support cover plate 11 and located below the handle bracket 13 when it is in a vertical position, and an electromagnet 16 arranged on one side of the top plate 15 for generating electromagnetic force to attract the top plate; wherein, when the brake stator 10 is not powered on, there is a gap of 0.6 - 1 mm between the brake stator 10 and the armature 9.

[0035] The present invention also includes a handle rod 17 connected to one end of the handle bracket 13 and a push rod 18 installed through a bushing for manually rotating the top plate 15. When it is necessary to manually release the release state after the working environment is completely powered off, by manually pulling the handle rod, the handle bracket is tilted upward. At the same time, by pressing the push rod with the hand, the top plate is rotated to the dotted line position, and then the upward pulling force on the handle rod is released, and the brake can still be manually released.

[0036] To prevent sand and dust from entering the electromagnetic self-locking brake, an armature shield 19 and a relief handle shield 20 are installed on the electromagnetic self-locking brake. During routine maintenance, the armature shield can be opened to check the air gap of the brake and the wear state of the brake disc, and reset after inspection.

[0037] Based on the above parking system, the present invention also provides a railway vehicle automatic parking control method, comprising the following steps:

[0038] S1, after the parking system control host collects the vehicle hook status, it determines whether to brake and execute the decision;

[0039] S2, when braking is required, the brake armature presses the friction plate through the internal spring pressure, thereby locking the gear reducer and achieving braking;

[0040] S3: When the brake is released, the electromagnetic brake is energized. When the brake stator is energized, the electromagnetic force generated overcomes the spring force inside the brake, causing the armature to move upward by 0.6 to 1 mm, thereby releasing the friction plate and releasing the brake state. At the same time, the upward movement of the armature drives the screw to move upward by the same distance. At this time, the spring in the handle mechanism pushes the handle bracket to start to tilt upward by about 3 to 5 mm from the fulcrum of the support cover.

[0041] S4, when it is necessary to keep the brake in the released state after the equipment is powered off, the electromagnet is energized to generate electromagnetic force, and the top plate is attracted by the electromagnet and rotates counterclockwise to the dotted line position;

[0042] S5, after the top plate is in place, the brake stator is powered off, the armature loses its electromagnetic force and starts to move downward, driving the screw to move at the same time. The handle bracket is pressed downward by the downward pressure and is supported by the top plate. At this time, the brake is in the "maintained released state";

[0043] S6, when the brake is powered on again, the brake repeats the action of step S3, and the top plate automatically returns to the right position due to the spring force inside the mechanism, and the equipment works normally.

[0044] In the control of the present invention, when the working environment needs to be manually released after the power is completely cut off, the handle rod is manually pulled to make the handle bracket tilt upward. At the same time, the push rod is manually pressed to rotate the top plate to the dotted line position. After that, the upward pulling force on the handle rod is released, and the brake can still be manually put into the released state.

[0045] Taking a 420-ton molten iron transport vehicle as an example, the parking brake calculation is as follows:

[0046] Basic parameters:

[0047] Full load weight 420t

[0048] Axle load under full load: 35t

[0049] Wheel diameter: 760mm

[0050] Parking ramp: 3‰

[0051] Gear reducer speed ratio: 14.45

[0052] Allowable torque of gear reducer: 2.6 kN·m

[0053] Allowable torque of electromagnetic brake: 0.12 kN·m

[0054] Rated voltage of electromagnetic brake: 24V

[0055] Number of braking axles: 2

[0056] Number of brakes: 4

[0057] Coefficient of friction between wheel and rail: 0.15

[0058] Calculated safety factor:

[0059] Sliding safety factor

[0060] Rolling safety factor

[0061] Through the above design, according to the requirements of different working conditions on site, the present invention has carried out product improvement and testing many times, successfully completed the design improvement of the automatic parking system, improved the production process and test method, and achieved the complete replacement of the traditional manual operation mode. The system combines advanced technologies such as 5G, artificial intelligence, and the Internet of Things to realize unmanned intelligent operation. It improves the anti-rolling ability of trains and vehicles, ensures that trains are parked without power on sloping lines, eliminates the safety hazards brought by manual anti-rolling measures to train operation, increases the operation safety of trains, and effectively reduces the operation links of vehicle anti-rolling and the turnover time of locomotives and vehicles, improving the transport efficiency. The system is safe, reliable, energy-saving, cost-reducing and efficiency-increasing.

[0062] The above embodiments are only one of the preferred embodiments of the present invention and should not be used to limit the protection scope of the present invention. Any modification or polishing made without substantial meaning in the main design concept and spirit of the present invention, as long as the technical problems solved are still the same as those of the present invention, should be included in the protection scope of the present invention.

Claims

1. A railway vehicle automatic parking system, characterized in that: The system includes multiple parking mechanisms for implementing parking brakes and releases, a parking system control host for collecting and controlling the status of the parking mechanisms, and a cloud management system for remotely controlling the parking system control host. The parking system control host also communicates in real time with the automatic unhooking system and locomotive control system of the railway vehicle itself to determine whether the vehicle is in operation and to perform vehicle braking and releases. The parking mechanism comprises a connecting flange (2) mounted on a vehicle bogie wheel pair via a reducer mounting seat (1), a gear reducer (4) mounted on the reducer mounting seat (1) via the connecting flange (2) and connected to a connecting shaft (3) of the vehicle bogie wheel, and an electromagnetic self-locking brake (6) connected to the gear reducer (4) via a bearing sleeve (5), wherein the electromagnetic self-locking brake (6) is fixedly connected to a housing of the gear reducer via mounting screws (21); The electromagnetic self-locking brake (6) comprises two friction plates (8) matched with the wheel axle of the railway vehicle or the high-speed shaft of the gear reducer (4) through a spline sleeve (7), two armatures (9) respectively pressing one friction plate (8) by the pressure of an internal spring, a brake stator (10) arranged above the armature (9), a support cover (11) fixedly mounted on the two brake stators (10) by screws, one end of which is connected to the middle of the spline sleeve (7) and the other end of which passes through the support cover (11), and one end of which is passed through and supported by the upper end of the screw (12). A handle bracket (13) on a support cover (11), a support spring (14) mounted on the support cover (11) and supported below the other end of the handle bracket (13), a top plate (15) one end of which is rotatably mounted on the support cover (11) and located below the handle bracket (13) when the top plate is in a vertical position, and an electromagnet (16) disposed on one side of the top plate (15) for generating an electromagnetic force to attract the top plate; wherein, when the brake stator (10) is not energized, a gap of 0.6 to 1 mm is provided between the brake stator (10) and the armature (9).

2. The railway vehicle automatic parking system according to claim 1, characterized in that: It also includes a handle rod (17) connected to one end of the handle bracket (13) and a push rod (18) installed through a shaft sleeve for manually rotating the top plate (15).

3. The railway vehicle automatic parking system according to claim 2, characterized in that: An armature protection cover (19) is provided on the outside of the armature (9).

4. The railway vehicle automatic parking system according to claim 3, characterized in that: A handle protection cover (20) is provided on the periphery of the handle rod (17).

5. A railway vehicle automatic parking control method, characterized in that: The parking system according to claim 4 is used, comprising the following steps: S1, after the parking system control host collects the vehicle hook status, it determines whether to brake and execute the decision; S2, when braking is required, the brake armature presses the friction plate through the internal spring pressure, thereby locking the gear reducer and achieving braking; S3: When releasing the brake, the electromagnetic brake is energized. When the brake stator is energized, the electromagnetic force generated overcomes the spring force inside the brake, causing the armature to move upward by 0.6-1mm, thereby releasing the friction plate and releasing the brake state. At the same time, the upward movement of the armature drives the screw to move upward by the same distance. At this time, the spring in the handle mechanism pushes the handle bracket to start to tilt upward by 3-5mm from the fulcrum of the support cover. S4, when it is necessary to keep the brake in the released state after the equipment is powered off, the electromagnet is energized to generate electromagnetic force, and the top plate is attracted by the electromagnet and rotates counterclockwise to the dotted line position; S5, after the top plate is in place, the brake stator is powered off, the armature loses its electromagnetic force and starts to move downward, driving the screw to move at the same time. The handle bracket is pressed downward by the downward pressure and is supported by the top plate. At this time, the brake is in the "maintained released state"; S6, when the brake is powered on again, the brake repeats the action of step S3, and the top plate automatically returns to the right position due to the spring force inside the mechanism, and the equipment works normally.

6. The railway vehicle automatic parking control method according to claim 5, characterized in that: When the working environment is completely powered off and the release state needs to be manually released, the handle rod is manually pulled to make the handle bracket tilt upward. At the same time, the push rod is manually pressed to rotate the top plate to the dotted line position. Then, the upward pull on the handle rod is released, and the brake can still be manually released.

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