Railway vehicle brake release device, control method and storage medium

Abstract

The invention discloses a rail vehicle brake release device, a control method and a storage medium, and the method comprises the steps: providing a first direction current for a release actuator of a rail vehicle in response to a brake release signal of the rail vehicle; judging whether the duration of providing the current in the first direction exceeds a preset first duration or not; and if yes, providing current in the second direction to a relieving actuator of the railway vehicle until a preset condition is met. The method is based on a time control mode, does not need to manage and control each specific travel, only needs to set the power-on time and the power-on direction according to requirements, is simple in control mode, and is high in adaptability.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail vehicle braking systems, and in particular to a rail vehicle braking relief device, a control method and a storage medium. Background Art

[0002] The rail vehicle brake release device is a key component in the rail vehicle braking system. It is responsible for releasing the braking force when the vehicle needs it, so that the vehicle can start or continue to run smoothly. The reasonable control method of the brake release device is crucial to ensure the safe operation of rail vehicles.

[0003] In the prior art, the control of the brake release device mainly relies on the travel switch of the mechanical device. As a reliable physical trigger device, the travel switch monitors the movement state or position of the vehicle. When the preset travel position is reached, the internal contacts will close or open, thereby changing the state of the circuit and transmitting the corresponding signal. This signal is then captured and processed by the braking system to determine whether the braking force needs to be released.

[0004] However, on the one hand, since the travel switch is a mechanical device, long-term use and physical contact may cause its contacts to wear, loosen or be interfered with by foreign objects, thus affecting its triggering sensitivity and reliability. Once the travel switch fails, the brake release device may not respond in time, thereby threatening the operating safety of the vehicle. On the other hand, the control method of the travel switch is relatively simple, and it is difficult to implement more sophisticated and complex control logic. Summary of the invention

[0005] One of the purposes of the present invention is to provide a rail vehicle brake relief control method to solve the technical problem that in the prior art, rail vehicle relief is achieved by relying on the on-off control of mechanical components, and the mechanical components may be worn, loosened or interfered by foreign objects due to physical contact or collision, resulting in insensitive or failed triggering.

[0006] One of the purposes of the present invention is to provide a rail vehicle brake release device.

[0007] One of the objects of the present invention is to provide a computer storage medium.

[0008] In order to achieve one of the above-mentioned purposes of the invention, the present invention provides a rail vehicle brake relief control method, comprising: in response to the rail vehicle's brake relief signal, providing a first direction current to the rail vehicle's relief actuator; determining whether the duration of providing the first direction current exceeds a preset first duration; if so, providing a second direction current to the rail vehicle's relief actuator until a preset condition is met.

[0009] As a further improvement of an embodiment of the present invention, the first direction current is used to drive the relief actuator to relieve braking of the rail vehicle, and the second direction current is used to drive the relief actuator to reset the rail vehicle.

[0010] As a further improvement of an embodiment of the present invention, before judging whether the duration of providing the first direction current exceeds a preset first duration, the method also includes: obtaining a first operating duration required to drive the rail vehicle relief actuator to complete a minimum relief distance; determining the first duration based on the first operating duration and the second operating duration required for the braking component of the auxiliary relief action to stop operating, the first duration being equal to the sum of the first operating duration and the second operating duration.

[0011] As a further improvement of an embodiment of the present invention, the first operating time required for driving the rail vehicle relief actuator to complete the minimum relief distance is obtained, including: recording the first moment when the relief actuator triggers the first travel switch when relieving the rail vehicle from braking, and the second moment when the second travel switch is triggered; wherein the first travel switch is arranged at the starting end of driving the relief actuator to perform the relief action, and the second travel switch is arranged at the end end of driving the relief actuator to perform the relief action; the first operating time is determined according to the difference between the first moment and the second moment.

[0012] As a further improvement of an embodiment of the present invention, the providing of a first direction current to a relief actuator of a rail vehicle comprises: obtaining a first current and a second current for driving the relief actuator to act, wherein the first current is set to a maximum operating current that the motor can withstand, and the second current is used to maintain the motor operating under a low load state, and the first current is greater than the second current; controlling the rail vehicle power supply to provide the first current to the relief actuator with the first direction current; providing the second direction current to the relief actuator of the rail vehicle until a preset condition is reached comprises: controlling the rail vehicle power supply to provide the second current to the relief actuator with the second direction current.

[0013] As a further improvement of an embodiment of the present invention, providing a first direction current to a relief actuator of a rail vehicle includes: obtaining a second current when driving the relief actuator to act, the second current being used to maintain the motor running under a low load state; controlling the rail vehicle power supply to provide a first current to the relief actuator with the first direction current; providing a second direction current to the relief actuator of a rail vehicle until a preset condition is reached includes: controlling the rail vehicle power supply to provide a first current to the relief actuator with the second direction current.

[0014] As a further improvement of an embodiment of the present invention, the second direction current is provided to the relief actuator of the rail vehicle until a preset condition is reached, comprising: obtaining a second time duration required to drive the relief actuator of the rail vehicle to complete a minimum reset distance; controlling the rail vehicle power supply to provide the second direction current to the relief actuator, and when the duration of providing the second direction current reaches the second time duration, controlling the rail vehicle power supply to stop providing current to the relief actuator.

[0015] As a further improvement of an embodiment of the present invention, the step of providing a second direction current to the relief actuator of the rail vehicle until a preset condition is reached includes: controlling the rail vehicle power supply to provide the second direction current to the relief actuator; determining whether the rail vehicle receives a feedback signal from the first travel switch; and if so, controlling the rail vehicle power supply to stop providing current to the relief actuator.

[0016] As a further improvement of one embodiment of the present invention, the method also includes: when providing the first direction current and / or the second direction current to the relief actuator, determining the actual working state of the relief actuator based on the first feedback signal of the first travel switch and the second feedback signal of the second travel switch.

[0017] As a further improvement of an embodiment of the present invention, the actual working state of the relief actuator is determined according to the first feedback signal of the first travel switch and the second feedback signal of the second travel switch, including: when providing a first direction current to the relief actuator, judging whether the first feedback signal and the second feedback signal are both high level, wherein the feedback signal is formed as a high level when it is higher than the reference voltage at the negative terminal of the rail vehicle power supply; if so, judging that the relief actuator is in the relieved position state; if not, judging that the relief actuator is in the relieving position state.

[0018] As a further improvement of an embodiment of the present invention, the actual working state of the relief actuator is determined according to the first feedback signal of the first travel switch and the second feedback signal of the second travel switch, including: when providing the second direction current to the relief actuator, judging whether the first feedback signal and the second feedback signal are both low level, wherein the feedback signal is formed as a low level when it is lower than the reference voltage at the negative terminal of the rail vehicle power supply; if so, judging that the relief actuator is in the reset position state; if not, judging that the relief actuator is in the resetting position state.

[0019] To achieve one of the above-mentioned invention purposes, the present invention also provides a rail vehicle brake relief device, comprising: a motor, a transmission assembly, including a synchronous belt, a first pulley, a second pulley, a ball screw pair and a power transmission tube, the first pulley is connected to the motor, the synchronous belt connects the first pulley and the second pulley, and the ball screw pair connects the second pulley and the power transmission tube; a pull rope assembly, including a pull rope that cooperates with the transmission assembly, and the pull rope moves along the axial direction of the power transmission tube under the drive of the transmission assembly; a control unit, executing the above-mentioned rail vehicle brake relief control method to control the pull rope assembly to apply or relieve braking to the rail vehicle.

[0020] As a further improvement of an embodiment of the present invention, the device further includes: a stopper connected between the ball screw pair and the pull rope assembly, and a gap is provided between the stopper and the transmission assembly.

[0021] In order to achieve one of the above-mentioned purposes of the invention, the present invention also provides a computer storage medium, which stores a computer program, and when the computer program is run, the device where the computer storage medium is located causes the device to execute any step of the rail vehicle braking relief control method.

[0022] Compared with the prior art, the embodiments of the present invention have at least one of the following beneficial effects:

[0023] The present invention adopts a rail vehicle brake relief control method. After receiving a brake relief signal, a first direction current is first provided to the relief actuator. When the first direction current and the provision duration exceed a preset first duration, the current is switched to a second direction current until a preset condition is met. This method can accurately provide currents of different directions and corresponding durations to the relief actuator, thereby achieving rapid response and efficient transmission of the brake relief device, avoiding the insensitivity or failure of triggering due to physical contact and wear in traditional travel switch control; and based on the time control method, there is no need to control each specific travel, only the power-on time and power-on direction need to be set according to demand, and the control method is simple and highly adaptable. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic structural diagram of a rail vehicle brake relief device in one embodiment of the present invention.

[0025] Figure 2 It is a schematic diagram of the steps of a rail vehicle braking relief control method in one embodiment of the present invention.

[0026] Figure 3 It is a schematic diagram of steps before step S2 in one embodiment of the present invention.

[0027] FIG. 4( a ) is a partial schematic diagram of step S1 in one embodiment of the present invention.

[0028] FIG. 4( b ) is a partial schematic diagram of step S1 in another embodiment of the present invention.

[0029] Figure 5 It is a schematic diagram of a relief state of a relief actuator in one embodiment of the present invention.

[0030] FIG. 6( a ) is a schematic flow chart of a rail vehicle braking relief control method according to an embodiment of the present invention.

[0031] FIG6( b ) is a schematic flow chart of a rail vehicle braking relief control method in another embodiment of the present invention.

[0032] FIG6( c ) is a flow chart of a rail vehicle braking relief control method in another embodiment of the present invention.

[0033] FIG6( d ) is a flow chart of a rail vehicle braking relief control method in yet another embodiment of the present invention. DETAILED DESCRIPTION

[0034] The present invention will be described in detail below in conjunction with the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional changes made by a person skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0035] It should be noted that the term "comprises" or any other variation thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In addition, the terms "first", "second", etc. are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0036] like Figure 1 As shown, one embodiment of the present invention provides a rail vehicle brake relief device 100.

[0037] In one embodiment, the rail vehicle brake relief device 100 applies brakes or relieves brakes to the vehicle using a rail vehicle relief actuator according to a rail vehicle brake relief control method.

[0038] In a specific embodiment, the rail vehicle brake release device 100 includes a release actuator.

[0039] Specifically, the relief actuator may be an electric relief rope actuator. The electric relief rope actuator is an actuator structure that combines electric drive and rope operation, such as an actuator structure similar to an electric push rod, and may include an electric relief rope assembly.

[0040] Of course, the release actuator may also be a manual release actuator, that is, the operator quickly triggers the brake release mechanism by manually pulling the pull rope to ensure the safety of personnel and equipment. It may include a manual release pull rope assembly, and there is no specific limitation on this.

[0041] like Figure 1 As shown, the rail vehicle brake relief device 100 includes a motor 19 and a transmission assembly. The motor 19 is connected to the transmission assembly and generates a driving force through rotation to drive the entire transmission assembly to work.

[0042] The transmission assembly includes a synchronous belt 2, a first pulley 1, a second pulley 4, a ball screw pair and a power transmission tube 11. The first pulley 1 is specifically connected to the motor 19 to receive the driving force of the motor 19; the second pulley 4 is connected to the first pulley 1 through the synchronous belt 2 to transmit the driving force of the motor 19 to subsequent components; the synchronous belt 2 serves as a transmission medium to connect the first pulley 1 and the second pulley 4 to ensure that the two can rotate at the same speed or a certain speed ratio, while reducing the number of parts required to achieve the transmission action.

[0043] The ball screw pair specifically includes a screw nut 9 and a ball screw 10. The ball screw pair connects the second pulley 4 and the power transmission tube 11, and is used to convert the rotational motion of the synchronous belt 2 into linear motion, thereby driving the pull rope assembly to move.

[0044] In addition, the ball screw pair uses rolling contact to transmit motion and power, and does not sacrifice the transmission ratio while removing the spring assembly. Compared with the sliding screw pair, it has the advantages of high transmission efficiency, low friction loss, low wear and high precision, long life, high axial stiffness, and smooth movement without creeping. Based on this, the output speed of the device 100 is faster and the output force is higher for the same motor 19.

[0045] The rail vehicle brake release device 100 also includes a slow pull rope assembly, which is used to release the brake or reset the rail vehicle. The slow pull rope assembly includes a pull rope that cooperates with the transmission assembly. The pull rope moves along the axial direction of the power transmission tube 11 under the drive of the transmission assembly, and the brake is released by connecting the pull rope with the brake.

[0046] In a specific embodiment, the pull rope assembly includes at least one of an electric relief pull rope assembly 5 and a manual relief pull rope assembly 14. The electric relief pull rope assembly 5 and the manual relief pull rope assembly 14 are both arranged in a cavity, and the cavity includes a cover body, and the cover body includes a left cover 6 and a right cover 13. In this way, it can be ensured that the pull rope assembly can only move on a specified track to prevent it from exceeding a predetermined range of motion.

[0047] The rail vehicle brake release device 100 also includes a control unit 17, which is used to receive input signals, perform signal processing and decision-making, and generate output signals to drive components such as the motor 19 and the transmission assembly to perform operations.

[0048] In a specific embodiment, the control unit 17 includes a plurality of electronic chips, and the electronic chips are used to store data, perform computing tasks, or control other electronic devices.

[0049] Specifically, the control unit 17 receives input signals from other parts of the rail vehicle, wherein the input signals include brake release signals; the control unit 17 analyzes and processes the input signals, determines signal processing results, and generates corresponding output signals based on the signal processing results, wherein the output signals include at least one of the start and stop instructions of the motor 19 and the speed and direction control signals of the motor 19; the output signals are sent to the motor controller, and the motor controller drives the motor 19 to rotate according to the output signals, and the rotation of the motor 19 is converted into linear motion of the pull rope through the transmission assembly.

[0050] The motor controller may be a part of the control unit 17, or may be a separate component connected to the control unit 17, and the present invention does not impose any specific limitation on this.

[0051] In a specific embodiment, the control unit 17 can specifically execute a rail vehicle braking relief control method.

[0052] In order to facilitate understanding of the process of achieving brake relief by the rail vehicle brake relief device 100, its working process is described in detail below.

[0053] Control the rail vehicle power supply to provide a current in a first direction (such as a forward current) to the motor 19 of the device 100, and the motor 19 rotates forward; the rotation of the motor 19 can drive the first pulley 1 to rotate in turn, and the synchronous belt 2 is wrapped around the first pulley 1 and the second pulley 4. When the first pulley 1 rotates, it drives the second pulley 4 to rotate through the friction force of the synchronous belt 2; the rotation of the second pulley 4 further drives the ball screw 10 connected thereto, and the ball screw 10 can rotate smoothly under the support of the bearing 7, and this rotation is converted into linear motion through the interaction between the ball screw 10 and the screw nut 9.

[0054] When the ball screw 10 rotates, the screw nut 9 (which does not rotate due to the restriction of the key 18) will make a linear motion along the thread direction of the ball screw 10 (i.e. to the right), and the force transmission tube 11 is connected to the screw nut 9, so the linear motion of the screw nut 9 will drive the force transmission tube 11 to move to the right along the smooth hole wall in the housing 8. The movement of the force transmission tube 11 will push or pull the pull rope assembly, thereby relieving the brake or resetting. Among them, the key 18 can be used to limit the rotational motion of the screw nut 9.

[0055] When the relief actuator moves to the right to the rightmost end of the cavity and is blocked and stalled until the preset second time period, the rail vehicle power supply is immediately controlled to provide the motor 19 of the device 100 with a second direction of current (such as a reverse current), all transmission components are reversely transmitted, and the lead screw nut 9 and the force transmission tube 11 move to the left to the leftmost starting position and are blocked and stalled until the preset conditions (such as the preset stop time) are met, and the device is powered off. Among them, when the lead screw nut 9 and the force transmission tube 11 move to the left, the built-in pull rope of the tension assembly and the manual relief assembly return to the left end under the drive of the spring in the parking cylinder, so that the relief actuator is reset.

[0056] In one embodiment, the rail vehicle brake relief device 100 further includes a stopper 12 connected between the ball screw pair and the pull rope assembly.

[0057] In this way, by providing the stopper 12 connected to the pull rope assembly, it can be ensured that the pull rope assembly can only move on a specified track, preventing it from exceeding a predetermined range of movement.

[0058] It should be noted that since the stopper 12 is connected between the ball screw pair and the pull rope assembly, when the linear motion of the screw nut 9 drives the force transmission tube 11 to move rightward along the smooth hole wall in the housing 8, the stopper 12 will also be pushed to move rightward. During the rightward movement, the stopper 12 will touch the optional first travel switch 15 and / or the second travel switch 16 in sequence. These two travel switches are used to generate position feedback signals. In this way, the stopper 12 can also be used to trigger a position control signal.

[0059] In one embodiment, a gap is provided between the stopper 12 and the transmission assembly, which may specifically include providing a gap between the force transmission tube 11 and the stopper 12, and / or providing a gap between the ball screw 10 and the stopper 12, without specific limitation.

[0060] In this way, by setting the gap, it can be ensured that when the motor is powered on or running, the components will not get stuck with each other or produce excessive friction due to lack of necessary gaps, thereby reducing frictional resistance, avoiding the motor from consuming more energy to overcome this resistance, and improving the efficiency of the motor.

[0061] like Figure 2 As shown, an embodiment of the present invention provides a rail vehicle braking relief control method.

[0062] The rail vehicle brake relief control method is applied to a rail vehicle brake relief device.

[0063] In one embodiment, the rail vehicle brake release device can be as follows: Figure 1 The above configuration is performed, and the corresponding technical solution is set to be referenced in the generation method provided by the present invention. Of course, the rail vehicle brake relief device applied by the rail vehicle brake relief control method provided by the present invention is not limited to this configuration structure.

[0064] like Figure 2 As shown, an embodiment of the present invention provides a rail vehicle braking relief control method.

[0065] Step S1, in response to a brake release signal of a rail vehicle, providing a first direction current to a release actuator of the rail vehicle;

[0066] Step S2, determining whether the duration of providing the first direction current exceeds a preset first duration;

[0067] If yes, jump to step S3 to provide a second direction current to the mitigation actuator of the rail vehicle until a preset condition is met.

[0068] In this way, after receiving the brake release signal, the first direction current is first provided to the release actuator of the rail vehicle. When the duration of the first direction current provision exceeds the preset first duration, the current is switched to the second direction current until the preset condition is met. This method can accurately provide the release actuator with currents of different directions and corresponding durations, thereby achieving rapid response and efficient transmission of the brake release device, avoiding the insensitivity or failure of triggering due to physical contact and wear in traditional travel switch control; and based on the time control method, there is no need to control each specific travel, only the power-on time and power-on direction need to be set according to demand, and the control method is simple and highly adaptable.

[0069] In one embodiment, the first direction current is configured such that the rail vehicle power supply provides a forward current to the electric relief rope actuator, and the second direction current is configured such that the rail vehicle power supply provides a reverse current to the electric relief rope actuator.

[0070] Specifically, if a positive current is passed through the electric release rope actuator, the motor in the release actuator rotates forward, and the push rod moves outward along its stroke direction, away from its base or initial position. At this time, the push rod pulls the connected rope, thereby relieving or releasing the parking cylinder module of the basic brake caliper on the rail vehicle bogie (i.e., relieving the brake).

[0071] When reverse current is passed through the electric release rope actuator, the motor in the release actuator rotates in the opposite direction, and the push rod moves inward along its stroke direction and returns to its base or initial position. At this time, the rope connected to the pull rod will relax or reset, so that the parking cylinder module of the basic brake caliper on the rail vehicle bogie connected to the rope is no longer subjected to the tension of the rope (i.e., reset action).

[0072] Of course, the present invention is not necessarily defined as: when a positive current is passed, the motor rotates forward, the pull rod is pushed out, and the relief actuator is relieved; when a reverse current is passed, the motor rotates reversely, the pull rod is pushed back, and the relief actuator is reset. It can also be defined as the opposite of the above content, and there is no specific limitation on this.

[0073] It should be noted that in the above embodiment, step S1 passes a first direction current (such as a forward current) through the relief actuator to generate a driving force to overcome the load and friction of the vehicle, so that the brake relief device can move to the target position; and step S3 passes a second direction current (such as a reverse current) through the relief actuator to make the motor generate a reverse torque to drive the brake relief device to reset to the starting position in preparation for the next braking or relief.

[0074] Based on this, the present invention combines the two steps S1 and S3 to form a complete brake relief process, and neither step is indispensable. Because if step S1 is missing, the relief actuator cannot reach the target position, and thus the expected brake relief effect cannot be achieved; if step S3 is missing, the relief actuator will stay at the target position and cannot provide the necessary preparation for the next action. Staying at the same position for a long time may also cause wear and aging of the relief actuator, affecting the reliability and service life of the equipment.

[0075] In one embodiment, the first direction current is used to drive the relief actuator to relieve braking of the rail vehicle, and the second direction current is used to drive the relief actuator to reset the rail vehicle.

[0076] like Figure 3 As shown, in one embodiment, before step S2, the method may further include the following steps.

[0077] Step P21, obtaining a first running time required to drive the rail vehicle relief actuator to complete the minimum relief distance;

[0078] Step P22, determining the first duration according to the first operating duration and the second operating duration required for the brake component of the auxiliary relief action to stop operating, wherein the first duration is equal to the sum of the first operating duration and the second operating duration.

[0079] In this way, by combining the first operating time required for the mitigation actuator to complete the minimum mitigation distance and the second operating time reserved for stopping operation, it can be ensured that the current switches direction at the appropriate time point, while ensuring that the mitigation actuator will not cause loss of control or damage during movement due to untimely or premature current switching.

[0080] Among them, the minimum relief distance refers to the minimum distance that the brake release device of a rail vehicle needs to move when performing a relief action. This distance is sufficient for the braking system to relieve or release the braking force on the wheels, thereby putting the vehicle in a brake relief state.

[0081] Specifically, combined Figure 1 Taking the rail vehicle brake relief device shown as an example, after the device receives the brake relief signal, the relief actuator (such as components such as the ball screw pair and the power transmission tube) starts to move in the cavity, and the distance covered from the starting end to the end end of the cavity is the minimum relief distance.

[0082] In addition, during the movement of the relief actuator, it may cause the brake caliper and other brake components to begin to return through a certain mechanism (such as the connection between the power transmission tube and the brake caliper), thereby stopping the application of braking force to the wheel. This process may include the linear movement of the power transmission tube, the mechanical return of the brake caliper, and the adjustment of related electrical or hydraulic signals. When the brake caliper is fully returned and no longer applies braking force to the wheel, it can be considered that the components assisting the relief action have stopped operating.

[0083] In a specific embodiment, a first travel switch is set at the starting end of the driving relief actuator to perform the relief action, and / or a second travel switch is set at the end (or end) of the driving relief actuator to perform the relief action. Based on this, step P21 of the present invention may specifically include the following steps.

[0084] Step P211, recording a first moment when the release actuator triggers the first travel switch when releasing the brakes on the rail vehicle, and a second moment when the second travel switch is triggered;

[0085] Step P212, determining the first running time according to the difference between the first moment and the second moment.

[0086] In this way, by respectively setting the first travel switch and the second travel switch at the starting end and the end end of the relief actuator action, and calculating the duration by monitoring the moment when the two travel switches are triggered, the calculation method is simple and easy to understand, and the travel switch has a clear trigger point and stable trigger performance, so that the calculated running time error is small.

[0087] The travel switch is an electrical control element, also known as a limit switch or position switch, which is used to convert mechanical displacement signals into electrical signals to control the connection or disconnection of the circuit. By setting the travel switch at the starting end and the end end, it can be ensured that the actuator stops accurately when reaching the target position to avoid damage to the equipment caused by excessive movement. At the same time, it is also convenient to determine the first duration of continuously providing the current in the first direction.

[0088] It should be noted that in the above embodiment, the first travel switch and the second travel switch only provide corresponding position feedback signals when triggered, and do not change the on-off state of the circuit, thereby reducing dependence on the on-off state of the circuit and reducing the failure rate.

[0089] Specifically, when the relief actuator moves to the starting end, it triggers the first travel switch to generate a corresponding first feedback signal, and / or when the relief actuator moves to the end end, it triggers the second travel switch to generate a corresponding second feedback signal; the control unit determines the position and operating status of the relief actuator based on the first feedback signal and the second feedback signal, and executes the corresponding control method accordingly.

[0090] As shown in FIG. 4( a ), in one embodiment, the “providing a first direction current to the mitigation actuator of the rail vehicle” part in step S1 may specifically include the following steps.

[0091] Step S111, obtaining a first current and a second current that drive the mitigation actuator to act;

[0092] Step S112, controlling the rail vehicle power supply to provide the first current to the mitigation actuator in the first direction current;

[0093] Step S2, determining whether the duration of providing the first direction current exceeds a preset first duration;

[0094] Based on this, the part of "providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached" in step S3 may specifically include the following steps.

[0095] If yes, the process jumps to step S3', and controls the rail vehicle power supply to provide the second current to the mitigation actuator in the second direction current.

[0096] In this way, by using a larger first current to provide the first direction current to the relief actuator for at least the first period of time, it can be ensured that the relief actuator completes the relief braking efficiently and quickly; and after the larger first current has been working for the first period of time, a smaller second current is used to provide the second direction current to the relief actuator, which can reduce the generated losses caused by equipment failure while ensuring the safety of the equipment.

[0097] The first current is set to be the maximum operating current that the motor can withstand, the second current is used to maintain the motor running under a low load state, and the first current is greater than the second current.

[0098] The maximum operating current is the maximum current value that a device (such as a motor) can withstand under long-term working conditions, and is the limit value for device design and safe operation.

[0099] The first current and the second current may be understood as current values ​​used by the device in different working stages (such as the braking relief stage and the resetting relief stage) or under preset conditions.

[0100] In a specific embodiment, the first current may be set to 1.5 amperes (or 1.5A), and the second current may be set to 1.0 ampere (or 1A).

[0101] Specifically, when providing a first direction current to the relief actuator, a first current can be provided so that the relief actuator quickly implements a brake relief operation (first stage). When the duration of providing the first direction current is greater than or equal to the preset first duration, the relief actuator may be in a stalled state. The current size and current direction are adjusted, that is, the rail vehicle power supply is controlled to provide a second current (current limiting) to the relief actuator with the second direction current, ensuring that the motor does not heat up too quickly and be damaged in a stalled state.

[0102] As shown in FIG. 4( b ), in another embodiment, the “providing a first direction current to the mitigation actuator of the rail vehicle” part in step S1 may specifically include the following steps.

[0103] Step S121, obtaining a second current for driving the mitigation actuator to operate, wherein the second current is used to maintain the motor running under a low load state;

[0104] Step S122, controlling the rail vehicle power supply to provide the second current to the mitigation actuator in the second direction current;

[0105] Step S2, determining whether the duration of providing the first direction current exceeds a preset first duration;

[0106] Based on this, the part of "providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached" in step S3 may specifically include the following steps.

[0107] If yes, jump to step S3", and control the rail vehicle power supply to provide the second current to the mitigation actuator in the second direction current.

[0108] In this way, by using a smaller second current when providing the first direction current and the second direction current to the mitigation actuator, the operating state of the mitigation actuator is relatively stable, and it is less likely to cause equipment failure or abnormal conditions due to excessive current, thereby improving the stability and reliability of the equipment and reducing energy consumption.

[0109] The preset condition in step S3 may include at least one of the duration of providing the second direction current to the mitigation actuator reaching a preset duration and the mitigation actuator reaching a target position.

[0110] In one embodiment, the part of "providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached" in step S3 may specifically include the following steps.

[0111] Step S311, obtaining a second time required for driving the rail vehicle relief actuator to complete the minimum reset distance;

[0112] Step S312, controlling the rail vehicle power supply to provide a second direction current to the mitigation actuator, and when the duration of providing the second direction current reaches the second duration, controlling the rail vehicle power supply to stop providing current to the mitigation actuator.

[0113] In this way, by taking the second time required for the mitigation actuator to complete the minimum reset distance as a reference standard, the control method is simple, easy to program and implement, and the complexity is reduced.

[0114] Understandably, when the first direction current is provided to the relief actuator, the relief actuator performs a corresponding braking relief operation, and may need to overcome a greater static friction or viscous friction to start moving, and may generate a greater sliding friction during the movement due to close contact between components or insufficient lubrication. In contrast, when the second direction current is provided to the relief actuator, the relief actuator performs a corresponding reset operation. At this time, because the relief actuator is already in motion (although in the opposite direction), it does not need to overcome such a large static friction to start, the contact between the components becomes smoother, and the sliding friction is also reduced.

[0115] Based on this, in one embodiment, the second time duration is less than or equal to the first time duration, that is, the time duration consumed by the relief actuator to perform the reset operation is less than or equal to the time duration consumed by the relief actuator to perform the brake relief operation.

[0116] In another embodiment, the part of "providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached" in step S3 may specifically include the following steps.

[0117] Step S321, controlling the rail vehicle power supply to provide a second direction current to the mitigation actuator;

[0118] Step S322, determining whether the rail vehicle receives a feedback signal from a first travel switch, wherein the first travel switch is arranged at a starting end for driving a relief actuator to perform a relief action;

[0119] If yes, jump to step S323 to control the rail vehicle power supply to stop providing current to the relief actuator.

[0120] In this way, through the mechanical position feedback of the first travel switch, the state of the actuator can be monitored and the abnormal situation can be discovered and handled in time, thereby improving reliability and accuracy.

[0121] In one embodiment, the control method of the present invention may further include step S4: when providing the first direction current and / or the second direction current to the relief actuator, determining the actual working state of the relief actuator according to the first feedback signal of the first travel switch and the second feedback signal of the second travel switch.

[0122] In a specific embodiment, step S4 may specifically include but is not limited to the following steps.

[0123] Step S411, when providing a first direction current to the mitigation actuator, determining whether the first feedback signal and the second feedback signal are both at a high level, wherein the feedback signal is formed at a high level when it is higher than a reference voltage at a negative terminal of a rail vehicle power supply;

[0124] If yes, jump to step S412A to determine that the relief actuator is in the relieved position state;

[0125] If not, jump to step S412B to determine that the relief actuator is in the relief position state.

[0126] In this way, by detecting the high level state of the feedback signal, real-time monitoring and accurate judgment of the brake relief completed by the relief actuator from the starting position to the end position can be achieved, thereby ensuring that the relief actuator operates according to the predetermined logic and sequence.

[0127] In another specific embodiment, step S4 may specifically include but is not limited to the following steps.

[0128] Step S421, when providing the second direction current to the mitigation actuator, determining whether the first feedback signal and the second feedback signal are both at a low level, wherein the feedback signal is formed at a low level when it is lower than a reference voltage at the negative terminal of the rail vehicle power supply;

[0129] If yes, jump to step S422A to determine that the mitigation actuator is in a reset position state;

[0130] If not, jump to step S422B to determine that the relief actuator is in the resetting position state.

[0131] In this way, by detecting the low level state of the feedback signal, real-time monitoring and accurate judgment of the relief actuator completing the relief reset from the end position to the starting position can be achieved, thereby ensuring that the relief actuator operates according to the predetermined logic and sequence.

[0132] It should be noted that when the relief actuator is fully relieved or fully reset, the relevant sensor or switch will change its state, so that the two feedback signals become high level or low level at the same time. This change is due to the mechanical parts inside the relief actuator moving into place, thereby triggering the travel switch to generate a feedback signal. Therefore, by detecting the level state of these two signals, the position state of the relief actuator can be indirectly determined.

[0133] For example, combining Figure 1 and Figure 5 As shown, when the starting end travel switch (i.e., the first travel switch) and the terminal end travel switch (i.e., the second travel switch) are both high level (+), it indicates that the relief actuator has moved from the starting end to the terminal end and triggered the first travel switch and the second travel switch, and the relief actuator is at the rightmost end (i.e., the braking is completely relieved); when the starting end travel switch and the terminal end travel switch are both low level (-), it indicates that the relief actuator has not moved from the starting end, and the relief actuator is at the leftmost end (i.e., completely reset); when the starting end travel switch is high level (+), but the terminal end travel switch is low level (-), it indicates that the relief actuator has started to move from the starting end and triggered the first travel switch, but has not yet reached the second travel switch at the terminal end, that is, the relief actuator is in the relief position state (or, relief in progress).

[0134] The above-mentioned various implementation modes, embodiments or specific examples provided by the present invention can be combined with each other to finally form multiple better implementation modes.

[0135] For example, combining Figure 1 As shown in FIG6( a ), a schematic flow chart of a rail vehicle braking relief control method in a specific embodiment.

[0136] When the rail vehicle brake release device or control unit receives a brake release command, the control unit controls the rail vehicle power supply to pass a forward current of T seconds (i.e., the first duration) to the motor according to the release command, and drives the release actuator to pull the release rope to the end (or end) of the parking cylinder or the end of the device. If the end has been reached but the power-on time is less than the first duration, the motor at the end is in a stalled state until T seconds. After the forward current reaches T seconds, the control unit controls the rail vehicle power supply to pass a reverse current of T1 seconds (i.e., the second duration) to the motor, and drives the release actuator to return the release rope to the starting end. If the starting end has been reached but the power-on time is less than the second duration, the motor at the starting end is in a stalled state until T1 seconds. The control unit controls the rail vehicle power supply to cut off the power to the motor, and this release process ends.

[0137] Combination Figure 1 As shown in FIG6( b ), a schematic flow chart of a rail vehicle braking relief control method in another specific embodiment.

[0138] When the rail vehicle brake release device or control unit receives a brake release command, the control unit controls the rail vehicle power supply to pass a forward current to the motor according to the shown release command, and drives the release actuator to pull the release rope to the end end (or end) of the parking cylinder or the end end of the device; if the control unit receives a second feedback signal from the end that the travel switch (i.e., the second travel switch) is triggered, the control unit controls the rail vehicle power supply to pass a reverse current of T1 seconds (i.e., the second time length) to the motor after a preset time length, so as to drive the release actuator to return the release rope to the starting end; if the starting end has been reached but the power-on time length is less than the second time length, the motor at the starting end is in a stalled state until T1 seconds, and the control unit controls the rail vehicle power supply to cut off power to the motor, and this release process ends.

[0139] Combination Figure 1 As shown in FIG6( c ), a schematic flow chart of a rail vehicle braking relief control method in yet another specific embodiment.

[0140] When the rail vehicle brake release device or control unit receives a brake release command, the control unit controls the rail vehicle power supply to pass a forward current of T seconds (i.e., the first duration) to the motor according to the shown release command, and drives the release actuator to pull the release rope to the end (or end) of the parking cylinder or the end of the device. If the end has been reached but the power-on time is less than the first duration, the motor at the end is in a stalled state until T seconds. After the forward current reaches T seconds, the control unit controls the rail vehicle power supply to pass a reverse current to the motor, and drives the release actuator to return the release rope to the starting end. If the control unit receives a first feedback signal from the starting end that the travel switch (i.e., the first travel switch) is triggered, the control unit controls the rail vehicle power supply to cut off the power to the motor, and this release process ends.

[0141] Combination Figure 1 As shown in FIG6( d ), a schematic flow chart of a rail vehicle braking relief control method in another specific embodiment is shown.

[0142] When the rail vehicle brake release device or control unit receives a brake release instruction, the control unit controls the rail vehicle power supply to supply forward current to the motor according to the shown release instruction, and drives the release actuator to pull the release rope to the end end (or end) of the parking cylinder or the end end of this device; if the control unit receives a second feedback signal from the end that the travel switch (i.e., the second travel switch) is triggered, the control unit controls the rail vehicle power supply to supply reverse current to the motor, and drives the release actuator to return the release rope to the starting end. If the control unit receives a first feedback signal from the starting end that the travel switch (i.e., the first travel switch) is triggered, the control unit controls the rail vehicle power supply to cut off power to the motor, and this release process ends.

[0143] It should be noted that the traditional way of controlling the on and off of the circuit based on the travel switch requires precise setting and control of the motor's travel, that is, the specific position the motor needs to move to. This involves complex mechanical design and precise sensor positioning to ensure that the motor stops or starts at the correct position. However, this method may not be flexible enough for different working environments and conditions, because any slight change in travel may require readjustment and control.

[0144] Compared with the existing method of controlling the on-off of the circuit based on the travel switch, the time-based control method adopted by the present invention does not need to control the specific travel, but only needs to control the motor according to the set power-on time. The control method is simple and flexible. The same brake relief device can adapt to multiple parking cylinders with different relief travels, improve the versatility and efficiency of the device, and reduce the production cost and maintenance difficulty. In addition, the brake relief device of the present invention adopts a synchronous belt and a ball screw pair, so that the motor can produce a higher output speed and output force under the same input power, with high transmission efficiency and fast response.

[0145] One embodiment of the present invention provides a computer-readable storage medium.

[0146] In one embodiment, a computer readable storage medium stores a computer program executed by the processor mentioned above, or a rail vehicle braking relief control method in any of the technical solutions mentioned above.

[0147] When the processor executes the computer program, it can execute the description of the rail vehicle braking relief control method in any of the above technical solutions, so it will not be repeated here. In addition, the description of the beneficial effects of the same method will not be repeated.

[0148] The computer-readable storage medium may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0149] In summary, the present invention provides a rail vehicle brake relief device, control method and storage medium. After receiving a brake relief signal, the first direction current is first provided to the relief actuator. When the first direction current and the provision duration exceed the preset first duration, the second direction current is switched to the second direction current until the preset condition is met. . This method can accurately provide currents of different directions and corresponding durations to the relief actuator, thereby achieving rapid response and efficient transmission of the brake relief device, avoiding the insensitivity or failure of triggering due to physical contact and wear in traditional travel switch control; and based on the time control method, there is no need to control each specific travel, only the power-on time and power-on direction need to be set according to demand, and the control method is simple and highly adaptable.

[0150] It should be understood that although this specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each implementation mode may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

[0151] The series of detailed descriptions listed above are only specific descriptions of feasible implementation methods of the present invention. They are not intended to limit the scope of protection of the present invention. Any equivalent implementation methods or changes that do not deviate from the technical spirit of the present invention should be included in the scope of protection of the present invention.

Claims

1. A rail vehicle braking relief control method, characterized in that: include: In response to a brake release signal of the rail vehicle, providing a first direction current to a release actuator of the rail vehicle; Determining whether the duration of providing the first direction current exceeds a preset first duration; If so, a second directional current is provided to the relief actuator of the rail vehicle until a preset condition is met.

2. The rail vehicle brake relief control method according to claim 1, characterized in that: The first direction current is used to drive the release actuator to release the brakes on the rail vehicle, and the second direction current is used to drive the release actuator to reset the rail vehicle.

3. The rail vehicle brake relief control method according to claim 1, characterized in that: Before determining whether the duration of providing the first direction current exceeds a preset first duration, the method further includes: Obtaining the first running time required for driving the rail vehicle relief actuator to complete the minimum relief distance; The first duration is determined according to the first operation duration and a second operation duration required for the brake component of the auxiliary relief action to stop operating, and the first duration is equal to the sum of the first operation duration and the second operation duration.

4. The rail vehicle brake relief control method according to claim 3, characterized in that: The step of obtaining the first running time required for driving the rail vehicle relief actuator to complete the minimum relief distance includes: Recording the first moment when the relief actuator triggers the first travel switch when relieving the brakes on the rail vehicle, and the second moment when the second travel switch is triggered; wherein the first travel switch is arranged at the starting end of driving the relief actuator to perform the relief action, and the second travel switch is arranged at the end end of driving the relief actuator to perform the relief action; The first running time is determined according to a difference between the first moment and the second moment.

5. The rail vehicle brake relief control method according to claim 1, characterized in that: The providing a first direction current to a mitigation actuator of a rail vehicle comprises: Obtaining a first current and a second current that drive the mitigation actuator to act, wherein the first current is set to a maximum operating current that the motor can withstand, and the second current is used to maintain the motor running under a low load state, and the first current is greater than the second current; Controlling the rail vehicle power supply to provide the first current to the mitigation actuator in the first direction; The step of providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached comprises: The rail vehicle power supply is controlled to provide the second current to the mitigation actuator in the second direction current.

6. The rail vehicle brake relief control method according to claim 1, characterized in that: The providing a first direction current to a mitigation actuator of a rail vehicle comprises: Acquire a second current when driving the mitigation actuator to act, the second current being used to maintain the motor running under a low-load state; Controlling the rail vehicle power supply to provide the second current to the mitigation actuator in the first direction current; The step of providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached comprises: The rail vehicle power supply is controlled to provide the second current to the mitigation actuator in the second direction.

7. The rail vehicle brake relief control method according to claim 1, characterized in that: The step of providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached comprises: Obtaining a second time duration required for driving the rail vehicle relief actuator to complete a minimum reset distance; The rail vehicle power supply is controlled to provide the second direction current to the mitigation actuator, and when the duration of providing the second direction current reaches the second duration, the rail vehicle power supply is controlled to stop providing the current to the mitigation actuator.

8. The rail vehicle brake relief control method according to claim 1, characterized in that: The step of providing a second direction current to the mitigation actuator of the rail vehicle until a preset condition is reached comprises: Controlling the rail vehicle power supply to provide a second direction current to the mitigation actuator; Determining whether the rail vehicle receives a feedback signal from a first travel switch, wherein the first travel switch is arranged at the starting end of driving the relief actuator to perform the relief action; If so, the rail vehicle power supply is controlled to stop providing current to the mitigation actuator.

9. The rail vehicle brake relief control method according to claim 1, characterized in that: The method further comprises: When providing the first direction current and / or the second direction current to the relief actuator, the actual working state of the relief actuator is determined according to the first feedback signal of the first travel switch and the second feedback signal of the second travel switch; wherein the first travel switch is arranged at the starting end of driving the relief actuator to perform the relief action, and the second travel switch is arranged at the end end of driving the relief actuator to perform the relief action.

10. The rail vehicle brake relief control method according to claim 9, characterized in that: Determining the actual working state of the mitigation actuator according to the first feedback signal of the first travel switch and the second feedback signal of the second travel switch includes: When providing a first direction current to the mitigation actuator, determining whether the first feedback signal and the second feedback signal are both at a high level, wherein the feedback signal is formed at a high level when it is higher than a reference voltage at a negative terminal of a rail vehicle power supply; If yes, it is determined that the relief actuator is in a relieved position state; If not, it is determined that the relief actuator is in the relief position state.

11. The rail vehicle brake relief control method according to claim 9, characterized in that: Determining the actual working state of the mitigation actuator according to the first feedback signal of the first travel switch and the second feedback signal of the second travel switch includes: When providing the second direction current to the mitigation actuator, determining whether the first feedback signal and the second feedback signal are both at a low level, wherein the feedback signal is formed at a low level when it is lower than a reference voltage at the negative terminal of the rail vehicle power supply; If yes, it is determined that the mitigation actuator is in a reset position state; If not, it is determined that the mitigation actuator is in a resetting position state.

12. A rail vehicle brake release device, comprising a motor, characterized in that: The device also includes: A transmission assembly, comprising a synchronous belt, a first pulley, a second pulley, a ball screw pair and a power transmission tube, wherein the first pulley is connected to the motor, the synchronous belt connects the first pulley and the second pulley, and the ball screw pair connects the second pulley and the power transmission tube; A pull rope assembly, comprising a pull rope matched with the transmission assembly, wherein the pull rope moves along the axial direction of the power transmission tube under the drive of the transmission assembly; The control unit executes the rail vehicle brake relief control method described in claims 1 to 11 above to control the pull rope assembly to apply brakes or release brakes to the rail vehicle.

13. The rail vehicle brake release device according to claim 12, characterized in that: The device also includes: A stopper is connected between the ball screw pair and the pull rope assembly, and a gap is provided between the stopper and the transmission assembly.

14. A computer storage medium storing a computer program, wherein when the computer program is executed, the device where the computer storage medium is located executes the steps of the rail vehicle braking relief control method according to any one of claims 1 to 11.

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