Car window weight reduction device and car window detection control system

Abstract

The invention provides a car window weight reduction device and a car window detection control system. The car window weight reduction device comprises a motion guide device and a pressure reduction supporting structure. The two ends of the pressure reduction supporting structure are slidably connected to the movement guiding device, one end of the movement guiding device is fixed to the car window, the other end of the movement guiding device is fixed to the car body, and when the car window moves up and down, the pressure reduction supporting structure can slide leftwards and rightwards towards the two sides on the movement guiding device. Through the unique sliding connection mode of the pressure reduction supporting structure and the movement guiding device, when the car window moves up and down, the pressure reduction supporting structure can slide leftwards and rightwards towards the two sides on the movement guiding device, and the gravity borne by the car window can be effectively decomposed.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle windows, and specifically provides a vehicle window weight reduction device and a vehicle window detection control system. Background Art

[0002] At present, passenger window control devices mainly include: portable switch type, mechanical direct rocker switch type, and electric direct switch type. The existing various passenger window control devices have many problems and inconveniences in the process of opening and closing windows. Some of them are inconvenient to open and close, so the window switches are not used for a long time and become a decoration; some are abandoned because of frequent mechanical damage during application; some are easy to pinch hands and objects during the opening and closing process because there is no detection device. In addition, because traditional passenger windows do not have window door detection devices and unified upper computer management systems, traditional passenger windows are forgotten to close the windows during operation due to comfort, so that the high-speed rail is operated with the windows open, which brings great safety hazards during the operation of the high-speed rail.

[0003] For the portable switch type passenger windows, mainly in the process of opening and closing the windows, manual force must be used to open and close the windows. This brings great inconvenience to the operators. At the same time, because it is a mechanical operation movement, the force used in the process of opening and closing the windows is relatively large, which is difficult for ordinary people to complete. The mechanical direct rocker switch type uses the hand to shake the rotating mechanism to complete the control of opening or closing the window. Although it is more labor-saving and time-saving in the application process, it is a purely mechanical action during use, resulting in the window not closing tightly, forgetting to close the window, etc., which brings safety hazards to the operation of high-speed rail. In addition, due to the frequent damage of the mechanical rocker body and other reasons, the replacement rate is high. The main disadvantage of the electric direct switch type is that the system lacks the function of networking with the host computer, and cannot achieve unified operation and closing window control. In addition, the electric direct switch type also lacks position detection, anti-pinch detection and other functions in the system, which also brings inconvenience to the control of passenger windows.

[0004] The above passenger window control system will bring many disadvantages to the opening and closing of the passenger windows, and at the same time, the entire passenger window cannot be guaranteed to be processed according to the operating state specified by the host computer during operation.

[0005] Therefore, the art needs a new vehicle window detection control solution to solve the above problems. Summary of the invention

[0006] In order to overcome the above defects, the present invention is proposed to solve or at least partially solve the problem of inconvenience in opening and closing vehicle windows.

[0007] In the first aspect, the present invention provides a vehicle window weight reduction device, comprising: a motion guide device and a decompression support structure; the two ends of the decompression support structure are respectively slidably connected to the motion guide device, one end of the motion guide device is fixed on the vehicle window, and the other end of the motion guide device is fixed on the vehicle body. When the vehicle window moves up and down, the decompression support structure can slide left and right on both sides on the motion guide device.

[0008] In one technical solution of the above-mentioned vehicle window weight reduction device, the motion guiding and force transmission device includes a window slide and a vehicle body slide, wherein the window slide is fixed on the vehicle window, and the vehicle body slide is fixed on the vehicle body; one end of the decompression support structure is slidably connected to the window slide, and the other end of the decompression support structure is slidably connected to the vehicle body slide.

[0009] In a technical solution of the above-mentioned vehicle window weight reduction device, elastic buffer elements are respectively installed between the pressure reduction support structure and the window slideway and the vehicle body slideway.

[0010] In one technical solution of the above-mentioned vehicle window weight reduction device, the pressure reduction support structure includes at least two support links, the centers of the two support links are fixed on a rotatable movable shaft, one end of one of the support links is slidably connected to the window slide, and the end of the other support link away from the window slide is slidably connected to the vehicle body slide.

[0011] In a second aspect, the present invention provides a window detection control system, the system includes a window weight reduction device for executing any one of the technical solutions of the above-mentioned window weight reduction device, and also includes a window control center and a window button, which is used to receive instructions from the window button, and is also used to receive vehicle parking status instructions and vehicle running status instructions; when a vehicle parking status instruction is received, the window button is allowed to issue a control instruction; when a vehicle running status instruction is received, the window control center controls all windows to close, and issues an instruction to disable all window buttons.

[0012] In one technical solution of the above-mentioned window detection control system, the window control center is connected to a slide lifting control system and a window running position detection sensor. The slide lifting control system is used to control the window to move up and down along the slide; the window running position detection sensor is used to monitor the position of the window in real time.

[0013] In a technical solution of the above-mentioned window detection control system, the window operating position detection sensor includes a first position detection sensor, a second position detection sensor, and a third position sensor, wherein the first position detection sensor is used to detect whether the window has reached the extreme position of window opening; the second position detection sensor is used to detect the position of the window during the closing process; and the third position sensor is used to detect whether the window has reached the extreme position of window closing.

[0014] In one technical solution of the above-mentioned vehicle window detection control system, the system also includes: an anti-pinch system; the anti-pinch system includes at least a first signal receiving sensor group arranged at the top of the vehicle window frame and a second signal transmitting sensor arranged at the bottom lower end of the vehicle window frame, which are used to obtain whether there is a foreign object or a human body blocking the vehicle window signal during the process of opening or closing the window.

[0015] In a technical solution of the above-mentioned vehicle window detection control system, the anti-pinch system also includes: a signal amplifier and a voltage conversion circuit electrically connected to the first signal receiving sensor group; if any sensor in the first signal receiving sensor group fails to receive a signal, the signal amplifier is driven to trigger a preset action, thereby prompting the voltage conversion circuit to output a signal to the vehicle window control center.

[0016] In a technical solution of the above-mentioned vehicle window detection control system, the vehicle window button controls the vehicle window to open to any position based on the first control instruction; and the vehicle window button controls the vehicle window to close to any position based on the second control instruction.

[0017] The above one or more technical solutions of the present invention have at least one or more of the following beneficial effects:

[0018] In the technical solution for implementing the present invention, the present invention provides a vehicle window weight reduction device, including: a motion guide device and a decompression support structure; the two ends of the decompression support structure are respectively slidably connected to the motion guide device, one end of the motion guide device is fixed to the vehicle window, and the other end of the motion guide device is fixed to the vehicle body, and when the vehicle window moves up and down, the decompression support structure can slide left and right on both sides on the motion guide device. Compared with the prior art, the beneficial effect of the vehicle window weight reduction device provided by the present invention is: the device uses a unique sliding connection method between the decompression support structure and the motion guide device, and when the vehicle window moves up and down, the decompression support structure can slide left and right on both sides on the motion guide device, which can effectively decompose the gravity exerted on the vehicle window.

[0019] Furthermore, since the glass window is heavy and has a large sliding friction with the passenger window frame, the elastic buffer element can further help relieve the weight pressure of the window. When the window is stationary, the elastic buffer element can bear part of the weight of the window, share the load borne by the decompression support structure, reduce the fatigue damage of the connecting rod group caused by long-term heavy pressure, and extend its service life. In addition, for large sliding friction, the elastic buffer element can effectively reduce the adverse effects of friction on the movement of the window. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The disclosure of the present invention will become more easily understood with reference to the accompanying drawings. It is easy for those skilled in the art to understand that these drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present invention. In addition, similar numbers in the figures are used to represent similar components, among which:

[0021] Figure 1 is a structural schematic diagram of a vehicle window detection control system according to an embodiment of the present invention;

[0022] Figure 2 is an overall principle diagram of a vehicle window detection control system according to an embodiment of the present invention;

[0023] Figure 3 is a control diagram of a vehicle window detection system according to an embodiment of the present invention.

[0024] Figure 4 Schematic diagram of a key module assembly of a vehicle window detection system according to an embodiment of the present invention

[0025] Figure 5 is a schematic diagram of anti-pinch detection of a vehicle window detection system according to an embodiment of the present invention;

[0026] Figure 6 The present invention is a schematic diagram of the field bus and host computer control of a vehicle window detection system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0027] Some embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0028] It should be noted that in the description of the present invention, the terms "upper", "lower", "left", "right", "inner", "outer" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings, which are only for the convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0029] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installation", "setting", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] In the description of the present invention, "module" and "processor" may include hardware, software or a combination of the two. A module may include hardware circuits, various suitable sensors, communication ports, and memories, and may also include software parts, such as program codes, or a combination of software and hardware. The processor may be a central processing unit, a microprocessor, an image processor, a digital signal processor, or any other suitable processor. The processor has data and / or signal processing functions. The processor may be implemented in software, hardware, or a combination of the two. Non-temporary computer-readable storage media include any suitable medium that can store program codes, such as a magnetic disk, a hard disk, an optical disk, a flash memory, a read-only memory, a random access memory, and the like. The term "A and / or B" means all possible combinations of A and B, such as only A, only B, or A and B. The term "at least one A or B" or "at least one of A and B" has a similar meaning to "A and / or B", and may include only A, only B, or A and B. The singular terms "one" and "the" may also include plural forms.

[0031] Let's take the high-speed rail window as an example: because the power supply of the high-speed rail is an unstable DC power supply, and its voltage range is between DC 110V and 200V, some components in the system require a fixed power supply voltage, so a stable voltage-stabilized power supply system must be set up, and the voltage-stabilizing controller 20 is specifically used to stabilize the voltage and supply power to each system. Figure 6 As shown, a CAN bus field bus control system 21 is specially set up, and the CAN bus field bus control system 21 is connected to multiple passenger window master control systems STM32 operation center 1, STM32 operation center 2, and STM32 operation center n, and is connected to the host computer 22. STM32 operation center 17, STM32 operation center 61, and STM32 operation center 62 are controlled by the command of the host computer system 22 at the same time. When the high-speed rail is in a running preparation state, the host computer 22 uniformly controls each passenger window to ensure safe closure, thereby ensuring the safe operation of the high-speed rail. The window body 1 of the high-speed rail passenger window and the window door frame 2 form a U-shaped sandwich, and the window door frame 2 tightly wraps the window body 1, but the window body 1 can move freely in the window door frame 2.

[0032] Embodiment 1

[0033] like Figure 1 As shown, the present invention provides a vehicle window weight reduction device, comprising: a motion guide device 3 and a decompression support structure 4; both ends of the decompression support structure 4 are respectively slidably connected to the motion guide device 3, one end of the motion guide device 3 is fixed to the vehicle window 1, and the other end of the motion guide device 3 is fixed to the vehicle body. When the vehicle window 1 moves up and down, the decompression support structure 4 can slide left and right on both sides on the motion guide device 3.

[0034] In this embodiment, the motion guide device 3 plays a key supporting and guiding role. One end is firmly connected to the vehicle window 1, and the other end is connected to the vehicle body, providing a stable support base for the vehicle window 1, ensuring that the vehicle window 1 has a reliable path reference during the up and down movement, and will not deviate from the predetermined trajectory. The decompression support structure 4 is one of the core components for achieving weight reduction. Its two ends are connected to the motion guide device 3 in the form of a sliding connection. When the vehicle window 1 moves up and down, the decompression support structure 4 can slide left and right on both sides of the motion guide device 3. From the perspective of mechanical principles, the gravity of the vehicle window 1 originally mainly acts vertically on the traditional fixed support structure, but in this device, due to the sliding of the connecting rod group, the gravity of the vehicle window 1 is decomposed. Part of the gravity is still borne by the connecting rod group in the vertical direction, but the other part of the gravity can be converted into a horizontal component force that causes the connecting rod group to slide left and right on the motion guide device 3.

[0035] In one embodiment, the motion guide device 3 includes a window slide and a vehicle body slide, wherein the window slide is fixed on the window 1, and the vehicle body slide is fixed on the vehicle body; one end of the decompression support structure 4 is slidably connected to the window slide, and the other end of the decompression support structure 4 is slidably connected to the vehicle body slide.

[0036] Specifically, when the window 1 is moved up and down, the window slide will move with the movement of the window 1, while the body slide is fixed to the body (playing a relatively stable supporting reference role). In this process, the decompression support structure 4 will move the sliding link to the left and right respectively as the window moves up and down. This is because the position of the window is constantly changing when it moves up and down, and the direction and magnitude of the force acting on the decompression support structure 4 also change accordingly. The original vertical downward weight of the window will be converted into a horizontal component force that causes the sliding link to slide left and right on the slide through the sliding connection between the decompression support structure 4 and the slide and its own structural characteristics. For example, when the car window is lowered, the sliding link at the upper end of the decompression support structure 4 will slide to one side on the window slide, and the sliding link at the lower end will slide in the opposite direction on the car body slide, thereby decomposing the gravity of the car window and reducing the pure vertical pressure between the car window and the slide, achieving the effect of decompression, while also ensuring that the car window can move up and down more steadily and smoothly, reducing problems such as wear on components caused by uneven force or excessive pressure.

[0037] In one embodiment, elastic buffer elements 5 are installed between the decompression support structure 4 and the window slideway and the vehicle body slideway, respectively.

[0038] First, in terms of buffering and shock absorption, when vibration, bumps or external impact force is generated during the running of the train, the elastic buffer element 5 can effectively absorb and disperse these energies. Secondly, from the perspective of force transmission and uniform distribution, the elastic buffer element 5 helps to make the force more evenly and smoothly transmitted between the decompression support structure 4 and the slideway. Furthermore, in terms of assisting the movement of the window 1, the elastic buffer element 5 can reduce the resistance of the window 1 during movement. Because it has a certain elastic deformation ability, when relative sliding or friction occurs between the decompression support structure 4 and the slideway during the opening or closing process of the window 1, the elastic buffer element 5 can adapt to this movement change to a certain extent, reduce the fluctuation of the friction coefficient, and reduce the resistance of the friction force to the movement of the window 1, so that passengers can operate the window 1 more easily and labor-saving, improve the response sensitivity and operation convenience of the window 1 control system, and also help to reduce the energy consumption required to drive the window 1 to move, and improve the energy efficiency performance of the entire window 1 system. The elastic buffer element 5 can be one or more of a rubber elastic buffer element, a spring elastic buffer element, and a polyurethane elastic buffer element, as long as it can complete the above functions.

[0039] In one embodiment, the decompression support structure 4 includes at least two support links, the centers of the two support links are fixed on a rotatable movable shaft, one end of one of the support links is slidably connected to the window slide, and the end of the other support link away from the window slide is slidably connected to the vehicle body slide.

[0040] In this embodiment, when the window 1 is at different opening heights, the direction and magnitude of the force that the supporting connecting rod needs to bear are constantly changing due to the change of the gravity point of action and the influence of factors such as friction and external force interference during the movement. Through the rotation of the movable shaft, the two connecting rods can adaptively adjust the angle between each other, so as to reasonably redistribute the transmission path and magnitude of the force in the connecting rod group, ensuring that the entire structure can stably support the window 1 and effectively transmit the force to the window slide and the vehicle slide. For example, when the window 1 is lowered, as the position of the window 1 changes, the connecting rod connected to the window slide will slide a certain distance to the left or right on the slide, and the connecting rod connected to the vehicle slide will also slide in the opposite direction on the vehicle slide accordingly. In this process, the gravity of the window 1 is decomposed into pressure along the connecting rod direction and a horizontal component force that causes the connecting rod to slide on the slide. The weight of the window 1, which may have originally acted vertically on the slide, is converted into a horizontal force component through the sliding and force decomposition mechanism of the connecting rod group and released, greatly reducing the pure vertical pressure between the window 1 and the slide, achieving the effect of reducing the weight of the window 1, while also reducing the friction resistance when the window 1 moves, making the lifting and lowering operation of the window 1 smoother. Furthermore, the two supporting connecting rods work together to provide a more stable support structure than a single connecting rod. They can complement and balance each other under different stress conditions to prevent structural deformation or damage caused by excessive or uneven stress at a single point.

[0041] Alternatively, in an alternative manner, the decompression support structure 4 can adopt a single connecting rod and a slider combination structure. Specifically, a longer connecting rod can be used, one end of which is connected to the window slideway through a specially designed slider, and this slider can slide left and right and rotate in a small range on the window slideway. The other end of the connecting rod is connected to the vehicle body slideway through a similar slider. When the window 1 moves up and down, the sliders at both ends of the connecting rod slide on the slideway. Since the elastic joint or buffer area in the middle can bend or deform to a certain extent, the connecting rod can change its shape according to the position and force of the window 1, thereby partially decomposing the gravity of the window 1 into a horizontal component force that causes the slider to slide, thereby achieving the purpose of reducing the vertical pressure. For example, when the window 1 is lowered, the elastic joint in the middle of the connecting rod is compressed and deformed, causing the sliders at both ends of the connecting rod to slide to both sides, achieving decompression.

[0042] Alternatively, the decompression support structure 4 may also adopt a multi-link parallel structure, specifically, three or more parallel links are used to form the decompression support structure 4. One end of each of these links is fixed to a common connecting component, which is slidably connected to the window slideway; the other end of the link is fixed to another common connecting component, which is slidably connected to the vehicle slideway. Small elastic elements, such as small springs or elastic rubber blocks, may be installed between adjacent links. When the vehicle window 1 moves up and down, since the links are arranged in parallel, they share the gravity of the vehicle window 1. At the same time, the sliding connection at both ends of the links enables them to move on the slideway and adjust their positions. The elastic elements between adjacent links provide buffering and auxiliary force decomposition when the links are deformed by force. For example, when the vehicle window 1 is subjected to a large vertical downward force, the link will produce a slight deformation, at which time the elastic element is compressed, helping to disperse part of the force, and reducing the vertical pressure by the sliding of the link.

[0043] Or the decompression support structure 4 can also adopt an arc-shaped connecting rod structure, specifically, a connecting rod designed to be arc-shaped, one end of which is slidably connected to the window slideway, and the other end is slidably connected to the vehicle body slideway. An elastic support component, such as an elastic sheet or a spring, can be installed on the inner side or outer side of the arc-shaped connecting rod. When the car window 1 moves up and down, the arc-shaped connecting rod slides on the slideway and its own curvature will change to a certain extent according to the force situation. Due to the characteristics of the arc, the direction of force transmission will change along the tangent direction of the arc, thereby decomposing a part of the vertical gravity into a horizontal component force. At the same time, the elastic support component can provide buffering and restoring force during the deformation of the connecting rod, help maintain the stability of the connecting rod and realize the decompression function. For example, when the car window 1 is lowered, the curvature of the arc-shaped connecting rod becomes smaller, the elastic support component is compressed, and a part of the force is converted into a horizontal component force, reducing the vertical pressure. Of course, the decompression support structure 4 is not limited to the above types, as long as the corresponding function can be achieved.

[0044] Embodiment 2

[0045] like Figure 1-6 As shown, the present invention also provides a window detection control system, which transmits the real-time status of each passenger window to the host computer through the communication of the CAN bus, and can also control the current status of each passenger window through the host computer, so that the entire passenger window control is in an intelligent control process.

[0046] The system includes: a vehicle window weight reduction device; a vehicle window control center 6 and a vehicle window button 11. The vehicle window control center 6 receives instructions from the vehicle window button 11 through a button control port 18, and is also used to receive vehicle parking status instructions and vehicle running status instructions; when receiving a vehicle parking status instruction, the vehicle window button 11 is allowed to issue a control instruction; when receiving a vehicle running status instruction, the vehicle window control center 6 controls all vehicle windows 1 to close, and issues instructions to disable all vehicle window buttons 11.

[0047] In this embodiment, the window button 11 is an interface for passengers to interact with the entire window detection control system. Passengers express their desire to open or close the window by operating the window button 11, and the window control center 6 is responsible for receiving these instructions from the window button 11. When the vehicle is in a state such as a stop at a platform, the system will receive a vehicle stop status instruction. At this time, after receiving the instruction, the window control center 6 will turn on a mode that allows the window button 11 to issue a control instruction. This means that passengers can freely control the opening or closing of the window 1 by operating the window button 11. For example, when the train stops at the platform, passengers may want to open the window 1 for ventilation or enjoy the scenery outside the platform, and they can easily press the corresponding button to operate the window 1, which improves the comfort and convenience during the ride. When the vehicle is about to start and enter the running state, after the system receives the vehicle running state instruction, the window control center 6 will perform a series of operations to ensure safety and maintain a stable compartment environment. First, it controls all windows 1 to close, ensuring that during high-speed travel of the train, no safety hazards such as items being blown out of the window, affecting the stability of the air pressure in the carriage, increasing air resistance, etc., or situations that are not conducive to the operation of the train will be caused by the windows 1 being in an open state. In addition, after completing the operation of closing the windows 1, the window control center 6 will also issue a command to disable all window buttons 11. In this way, during the operation of the train, even if the passenger mistakenly operates the window button 11, it will not have any impact on the window state, further enhancing the safety of the train operation and ensuring that the environment in the carriage is always in a stable state that meets the requirements.

[0048] Furthermore, the system also includes a lifting mechanical linkage system 8, which is composed of two screw and screw assemblies on both sides of the window body, and the lifting and lowering of the two screw and screw assemblies are controlled by the forward and reverse rotation of the stepper motor 7 to control the lifting and lowering of the window. Specifically, the window control center sends a control signal to the stepper motor 7 that drives the lifting mechanical linkage system 8. Since the stepper motor 7 works according to the electrical pulse signal, the window control center converts the control signal into a pulse signal suitable for the stepper motor 7. For example, for the instruction of "window up", the window control center sends a set of forward pulse signals with a specific frequency and number to the stepper motor 7. After receiving these pulse signals, the stepper motor 7 starts to rotate in the forward direction, driving the lifting mechanical linkage system 8 composed of the two screw and screw assemblies on both sides of the window body to raise the window. On the contrary, for the instruction of "window down", the window control center sends a reverse pulse signal to the stepper motor 7 to reverse it, thereby driving the screw and screw assembly to move in the reverse direction to lower the window.

[0049] Furthermore, when the high-speed train stops at the platform, the CAN bus will be controlled through the host computer control system 22, allowing the window button control to be freely controlled. The window control center 6 can receive the window button command and drive the servo motor position controller 19 to control the servo motor 7 through the isolation amplifier 15 and the power drive amplifier 16. When the high-speed train is about to start running, the host computer will complete the closing of all windows through the CAN bus system 21 and stop all control button failure commands, thus ensuring the purpose of safe operation.

[0050] In one embodiment, the window control center 6 is connected to a slide lifting control system and a window running position detection sensor. The slide lifting control system is used to control the window 1 to move up and down along the slide; the window running position detection sensor is used to monitor the position of the window 1 in real time.

[0051] In this embodiment, when the passenger sends an instruction to open the window 1 to the window control center 6 through the window button 11, the window control center 6 will transmit the corresponding opening signal to the slide lifting control system. After receiving the signal, the system starts the corresponding driving mechanism (such as a motor and other power components) to make the window 1 slowly move upward along the slide to open; similarly, when receiving the instruction to close the window 1, it can drive the window 1 to move downward along the slide until the window 1 is completely closed. During the whole process, the slide lifting control system ensures the accuracy and smoothness of the movement of the window 1 on the slide. During the whole process of opening or closing the window 1, no matter where the window 1 is on the slide, the position detection sensor can accurately capture the relevant information and promptly feedback it to the window control center 6. Its working principle may be based on a variety of technical means, such as photoelectric induction, electromagnetic induction or mechanical triggering. Taking photoelectric sensing as an example, one part of the sensor emits light, and the other part receives light. When the window 1 passes the position of the sensor during movement, it may block or change the propagation path of the light. The sensor can determine the specific position of the window 1 by detecting the change of light, and send a signal representing this position to the window control center 6. Based on the received position information, the window control center 6 can intuitively understand whether the window 1 is currently open, closed, or half-open and half-closed, and can also determine whether it needs to continue to send instructions to the slide lifting control system based on this information to avoid excessive opening or closing of the window 1, thereby achieving more accurate and safe control of the movement of the window 1.

[0052] In one embodiment, Figure 2-3 As shown, the window operating position detection sensor includes a first position detection sensor 9, a second position detection sensor 10, and a third position sensor 14, wherein the first position detection sensor 9 is used to detect whether the window 1 has reached the extreme position of opening the window 1; the second position detection sensor 10 is used to monitor the position of the window 1 during the closing process; and the third position sensor 14 is used to detect whether the window 1 has reached the extreme position of closing the window 1.

[0053] In this embodiment, when the passenger issues an instruction to open the window 1, the window 1 will move upward along the slide and open under the drive of the slide lifting control system. In this process, the first position detection sensor 9 continues to work, and it determines the position of the window 1 through a specific detection principle (for example, it may be a photoelectric sensing principle, when light is blocked by the window 1 at the extreme position, a trigger signal; or a mechanical trigger principle, when the window 1 touches a specific mechanical structure, a signal is generated, etc.). Once the window 1 moves to the designed opening limit position, that is, when the window 1 is opened to the maximum extent and can no longer be opened upward, the first position detection sensor 9 can keenly capture this state and immediately send a corresponding signal to the window control center 6. After receiving this signal, the window control center 6 knows that the window 1 has been fully opened, and then stops sending the instruction to open the window 1 to the slide lifting control system, so as to prevent damage to related components due to over-driving, and also avoid the problem that the window 1 exceeds the normal opening range, affects the overall appearance of the train or causes other potential safety hazards.

[0054] From the moment the window 1 begins to receive the closing command and moves down the slide, the second position detection sensor 10 tracks its position change in real time. It also works based on certain detection technologies, such as the Hall effect. As the window 1 moves, the magnetic field around the sensor changes, causing the Hall voltage to change. By detecting this voltage change, the position of the window 1 can be known; or by using the capacitance change principle, when the window 1 approaches or moves away from the sensor, the capacitance value changes, thereby determining the position of the window 1. During the entire process of the window 1 gradually closing, the second position detection sensor 10 continuously feeds back the monitored position information to the window control center 6. Based on this information, the window control center 6 can clearly understand the progress of the window 1 closing, and decide whether to continue to maintain the sending of the closing command and other operations according to the actual situation. For example, if a foreign object is found to hinder the window 1 from closing, the control center can suspend the closing action in time to avoid damage or safety accidents caused by foreign objects being clamped.

[0055] When the window 1 is about to be completely closed, the third position sensor 14 begins to play a key role. It uses high-precision detection means, such as high-precision photoelectric encoders, to determine the position of the window 1 by accurately encoding and decoding light signals; or uses a micro switch. When the window 1 moves to the position that triggers the micro switch, the switch state changes, thereby determining that the window 1 has reached the closing limit position. When the third position sensor 14 detects that the window 1 is about to reach the closing limit position, it will quickly send a signal to the window control center 6. After receiving the signal, the window control center 6 will take corresponding measures, such as stopping the drive of the slide lifting control system, to ensure that the window 1 stops accurately at the appropriate closing position, to prevent the window 1 from being over-closed and causing compression damage to the window 1 structure, slide or body, etc., to ensure the integrity and normal use of the entire window system.

[0056] In one embodiment, the system also includes: an anti-pinch system; the anti-pinch system includes at least a first signal receiving sensor group 13 arranged at the top of the window frame 2 and a second signal transmitting sensor 12 arranged at the bottom lower end of the window frame 2, which are used to obtain whether there is a foreign object or a human body blocking the window signal during the opening or closing process of the window.

[0057] In this embodiment, Figure 5 As shown, the first signal receiving sensor group 13 is arranged at the top position of the window frame 2. It is composed of a plurality of sensors combined in a certain layout and manner, and these sensors can adopt different technical principles to realize the signal receiving function, such as photoelectric sensors, infrared sensors, etc. For example, if it is a photoelectric sensor, it will have corresponding photosensitive elements distributed in the top area of ​​the frame to capture the changes in light signals. The second signal transmitting sensor 12 is located at the bottom lower end of the window frame 2. It is also an important part of the entire anti-pinch system, and its main function is to emit specific signals outward, such as emitting infrared light or other signal beams that can be recognized by the corresponding receiving sensor. When it is installed, it will ensure that the emitted signal can cover the corresponding detection area at the bottom of the window, and cooperate with the detection range corresponding to the first signal receiving sensor group 13 at the top to form a complete detection space.

[0058] In one embodiment, the anti-pinch system also includes: a signal amplifier and a voltage conversion circuit electrically connected to the first signal receiving sensor group 13; if any sensor in the first signal receiving sensor group 13 fails to receive a signal, the signal amplifier is driven to trigger a preset action, thereby prompting the voltage conversion circuit to output a signal to the window control center 6.

[0059] In this embodiment, when any sensor in the first signal receiving sensor group 13 fails to receive the signal that should have been received due to being blocked by foreign objects or human body (for example, the light is completely blocked, the electromagnetic signal is interfered and disappears, etc.), this abnormal situation will drive the signal amplifier electrically connected thereto to trigger a preset action. This preset action is to amplify the input weak signal. The amplifying circuit composed of a series of electronic components (such as transistors, operational amplifiers, etc.) inside the signal amplifier increases the amplitude of the weak signal transmitted by the sensor according to the set amplification factor. Although the intensity of the signal amplified by the signal amplifier is increased, its signal form (such as voltage range, signal type, etc.) may not meet the input requirements of the window control center 6. At this time, the voltage conversion circuit comes into play. It is closely connected with the signal amplifier, receives the amplified signal, and further processes the signal according to the preset conversion rules and circuit design, and converts it into a signal form suitable for the window control center 6 to recognize and receive. After completing the signal conversion, the voltage conversion circuit will output the processed signal to the window control center 6. After receiving the signal from the anti-pinch system, the window control center 6 will know that foreign objects or human bodies may be pinched during the opening or closing process of the window, and then quickly start the anti-pinch control logic according to the pre-set program, such as immediately stopping the closing action of the window, or reversing the movement direction of the window to reopen it a certain distance, etc., so as to avoid harm to foreign objects or human bodies and ensure safety during the use of the window.

[0060] Specifically, Figure 5 As shown, the anti-pinch system can be composed of a linear infrared transmitting sensor and 32 infrared receiving sensors 27 to 58. The infrared receiving sensors include: infrared receiving sensor No. 1 27 to infrared receiving sensor No. 32 58, a total of 32. To complete these 32 receiving sensors, the system uses a series adding amplifier to implement it. Through the output change of the series adding amplifier, the polarity converter is converted and output to the STM3217 operation control center for anti-pinch control, so as to ensure the safe window closing control of the high-speed rail in the early stage of operation or during the stop.

[0061] In one embodiment, the window button 11 controls the window to open to any position based on the first control instruction; the window button 11 controls the window to close to any position based on the second control instruction.

[0062] In this embodiment, the opening to any position mentioned here means that the window will not simply be fully opened or in a fixed opening mode. For example, with the cooperation of the window operation position detection sensor (such as the different position detection sensors mentioned above working together) and the slideway lifting control system and other related components, when the passenger presses the corresponding button to issue a first control instruction, the slideway lifting control system will drive the window to move upward along the slideway to open, and at the same time, the window operation position detection sensor monitors the position change of the window in real time and feeds back the position information to the window control center 6. The passenger can release the button at any time during the window opening process according to his own needs. The window control center 6 stops the slideway lifting control system based on the position feedback information received at that time, so that the window stays at any opening position corresponding to the moment of releasing the button, realizing the opening of the window to any desired position, meeting various needs such as ventilation volume adjustment. Similarly, when the passenger wants to close the window, the second control instruction is issued by operating the window button 11, and this instruction will be transmitted within the system to start the relevant process of closing the window.

[0063] like Figure 4 As shown, four dedicated key windows are provided to form a key module, a one-key closing control key 23, a one-key opening control key 24, an arbitrary opening control key 26 and an arbitrary closing control key 25. They respectively control whether the train window is directly opened, closed, opened to any position in the middle or closed to any position in the middle.

[0064] So far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the original technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A vehicle window weight reduction device, characterized in that: include: Motion guide device, pressure relief support structure; The two ends of the decompression support structure are respectively slidably connected to the motion guide device, one end of the motion guide device is fixed on the vehicle window, and the other end of the motion guide device is fixed on the vehicle body. When the vehicle window moves up and down, the decompression support structure can slide left and right on both sides on the motion guide device.

2. The device according to claim 1, characterized in that The motion guide and force transmission device comprises a window slideway and a vehicle body slideway, wherein the window slideway is fixed on the vehicle window, and the vehicle body slideway is fixed on the vehicle body; One end of the decompression support structure is slidably connected to the window slideway, and the other end of the decompression support structure is slidably connected to the vehicle body slideway.

3. The device according to claim 2, characterized in that Elastic buffer elements are respectively installed between the decompression support structure and the window slideway and the vehicle body slideway.

4. The device according to claim 2, characterized in that The decompression support structure includes at least two support links, the centers of the two support links are fixed on a rotatable movable shaft, one end of one support link is slidably connected to the window slide, and the end of the other support link away from the window slide is slidably connected to the vehicle body slide.

5. A vehicle window detection control system, characterized in that: The system comprises: obtaining a vehicle window weight reduction device based on any one of the devices of claims 1-4; It also includes a window control center and window buttons, which are used to receive instructions from the window buttons, and are also used to receive vehicle parking status instructions and vehicle running status instructions; when a vehicle parking status instruction is received, the window buttons are allowed to issue control instructions; when a vehicle running status instruction is received, the window control center controls all windows to close and issues an instruction to disable all window buttons.

6. The system according to claim 5, characterized in that The window control center is connected to a slide lifting control system and a window running position detection sensor. The slide lifting control system is used to control the window to move up and down along the slide; the window running position detection sensor is used to monitor the position of the window in real time.

7. The system according to claim 6, characterized in that The window operating position detection sensor includes a first position detection sensor, a second position detection sensor, and a third position sensor, wherein the first position detection sensor is used to detect whether the window has reached the window opening limit position; the second position detection sensor is used to detect the position of the window during the closing process; and the third position sensor is used to detect whether the window has reached the window closing limit position.

8. The system according to claim 5, characterized in that The system also includes: an anti-pinch system; The anti-pinch system includes at least a first signal receiving sensor group arranged at the top of the window frame and a second signal transmitting sensor arranged at the bottom of the window frame, which are used to obtain signals whether there are foreign objects or human bodies blocking the window during opening or closing the window.

9. The system according to claim 8, characterized in that The anti-pinch system also includes: a signal amplifier and a voltage conversion circuit electrically connected to the first signal receiving sensor group; if any sensor in the first signal receiving sensor group fails to receive a signal, the signal amplifier is driven to trigger a preset action, thereby prompting the voltage conversion circuit to output a signal to the window control center.

10. The system according to claim 5, characterized in that The window button controls the window to be opened to any position based on the first control instruction; and the window button controls the window to be closed to any position based on the second control instruction.

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