A full electric drive friction braking system for a motor train set

Abstract

The application discloses a motor train unit full-electric drive friction braking system, which comprises an electric drive friction device and a braking control device. The electric drive friction device has a driving unit, a braking motor, a transmission mechanism, a braking force executing mechanism, an energy storage spring and a locking unit. The energy storage spring has a tendency to push the transmission mechanism to a braking direction to implement emergency braking and can be reversely pushed back to an energy storage position by the transmission mechanism. The locking unit is connected with a vehicle emergency braking hard wire and receives a control signal of the driving unit, and is used for locking or releasing the energy storage spring. When the vehicle emergency braking hard wire loses power and the braking control device has a fault, the locking unit releases the energy storage spring, and the electric drive friction device implements emergency braking. When the vehicle emergency braking hard wire has power, the braking control device has no fault and the energy storage spring is in the energy storage position, the locking unit locks the energy storage spring, so that no acting force is generated between the energy storage spring and the transmission mechanism.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of rail transit motor train braking technology, and particularly relates to a full-electric drive friction braking system that can meet the use of high-speed motor trains. BACKGROUND

[0002] With the development requirements of electrification and electronicization of rail vehicles, the braking system needs to deepen the degree of electrification, accelerate the process of system intelligence, and realize the breakthrough from meeting functions and improving performance to the final full-electricity and intelligence. Compared with the traditional air braking system, the full-electric drive friction braking has the advantages of relying on a controller to drive the braking unit, saving complex air circuits and valves, more accurate control precision, faster response time, etc., and can better adapt to the requirements of full electrification and intelligence of rail vehicles.

[0003] Full-electric drive braking system research has been carried out in the fields of automobiles and aviation. In the field of automobiles, attempts have been made to mix and load full-electric drive friction braking systems and hydraulic braking to improve system safety. In the field of aviation, based on the multi-piece structure, a disc-by-disc full-electric drive braking system has been developed and applied to unmanned aerial vehicles. In the field of rail transit, full-electric drive friction braking system research has been carried out at home and abroad, but it is currently limited to low-speed operation of urban rail vehicles, and there is little research in the field of high-speed motor trains. Due to the high operating speed of high-speed motor trains, the safety risk brought by the failure of the braking system is high, and there are high requirements for the safety design and redundancy backup design of the braking system. SUMMARY

[0004] In view of the problems in the related art, the present application proposes a motor train full-electric drive friction braking system to overcome the above technical problems existing in the prior art.

[0005] To this end, the specific technical solutions adopted by the present application are as follows: A motor train full-electric drive friction braking system, comprising an electric drive friction device for outputting braking force and a braking control device for controlling the electric drive friction device, the braking control device being connected with a train network and a vehicle hard line throughout the whole train, the electric drive friction device having:

[0006] a driving unit in communication with the braking control device, for receiving instructions from the braking control device, outputting a driving signal to a braking motor, and outputting a control signal to a locking unit, the driving unit being arranged inside the braking control device or inside the electric drive friction device;

[0007] a braking motor receiving the driving signal from the driving unit and outputting the required torque according to the driving signal;

[0008] a transmission mechanism connected with the output end of the braking motor, for transmitting the output force of the braking motor to a braking force execution mechanism;

[0009] - A braking force actuator, driven by a transmission mechanism, is used to output braking force or to relieve braking force;

[0010] - An energy storage spring has the tendency to push the transmission mechanism in the braking direction to implement emergency braking, and can be pushed back to the energy storage position by the transmission mechanism.

[0011] - Locking unit, connected to the vehicle's emergency braking hardwire and receiving control signals from the drive unit, is used to lock or release the energy storage spring;

[0012] When the emergency braking hardwire of the vehicle loses power and the braking control device malfunctions, the locking unit releases the energy storage spring, and the electric drive friction device performs emergency braking; when the emergency braking hardwire of the vehicle is energized, the braking control device is functioning properly, and the energy storage spring is in the energy storage position, the locking unit locks the energy storage spring, so that no force is generated between the energy storage spring and the transmission mechanism.

[0013] Furthermore, when the vehicle's emergency braking hardwire loses power and the braking control device is functioning normally, the braking control device drives the brake motor through the drive unit to output the braking force required for emergency braking.

[0014] Furthermore, the braking control device has an electronic braking control unit and a backup power supply unit that communicate with each other. The electronic braking control unit and the backup power supply unit are connected to the train power supply line. The backup power supply unit is used to provide backup power to the electronic braking control unit. When the vehicle power supply is normal, the vehicle low-voltage power supply system supplies power to the electronic braking control unit and at the same time supplies power to the backup power supply unit. When the vehicle low-voltage power supply is abnormal, the backup power supply unit supplies power to the braking system.

[0015] Furthermore, this invention also claims a train braking control method, characterized in that: it is implemented based on the aforementioned all-electric friction braking system for high-speed trains, wherein the braking control device calculates the braking force demand based on the control signals of the vehicle hardwire and train network, and distributes the braking force across the entire train, prioritizing the use of regenerative braking force, and using friction braking force when the regenerative braking force is insufficient, and transmits the braking command corresponding to the braking force demand to the drive unit, the drive unit drives the brake motor to operate, and the transmission mechanism transmits the output force of the brake motor to the braking force actuator, which performs the braking action; when braking force relief is required, the braking control device sends a command related to braking relief to the drive unit, the drive motor reverses, thereby resetting the braking force actuator or reducing the braking force through the transmission mechanism.

[0016] Furthermore, when a single electric friction braking device or the electric friction braking device of a vehicle fails, the braking control device redistributes the braking force requirements of each electric friction device across the entire train to ensure the required braking force for the vehicle.

[0017] Furthermore, when the vehicle's emergency braking hardwire loses power and the braking control device is functioning normally, the braking control device sends emergency braking-related control commands to the drive unit. The drive unit itself calculates the control requirements based on the redundancy of the emergency braking hardwire, and after voting with the control commands input by the braking control device, it takes the larger output. The drive unit drives the brake motor to actuate, and performs emergency braking in sequence through the transmission mechanism and the braking force actuator.

[0018] When the emergency braking hardwire of the vehicle loses power and the braking control device malfunctions, the drive unit sends a control command to the locking unit to release the spring, or the control command for the locking spring sent by the drive unit to the locking unit loses power. The locking unit then releases the energy storage spring. The spring force of the energy storage spring acts on the transmission mechanism, causing the braking force actuator to move and generate frictional emergency braking to stop the vehicle.

[0019] When the vehicle's emergency braking hardwire is energized and the braking control device is functioning normally, the braking control device sends a reset-related command to the drive unit. The drive unit drives the brake motor to reverse and performs emergency braking relief. At the same time, the transmission mechanism pushes the energy storage spring back to the energy storage position. When the drive unit detects that the motor has completed the reset, it outputs a lock-up related control command to the locking unit. The locking unit performs a lock-up operation, locking the energy storage spring and keeping it in the energy storage position.

[0020] The electronic brake control unit in this invention receives vehicle hardwired and network signals, controls the drive unit to generate drive signals, drives the brake motor to rotate, and the transmission mechanism converts the motor's rotational motion into linear motion, driving the caliper lever to actuate and press the brake pads against the wheel brake disc, generating friction braking to stop the vehicle. In the event of a loss of power to the vehicle's emergency braking hardwire or an abnormality in the electronic brake control unit, the locking unit releases an energy storage spring that acts on the transmission mechanism to generate backup friction braking, greatly improving the system's braking safety. The backup power supply provides power to the vehicle itself when the vehicle's power supply is abnormal, and to other vehicles when their braking systems are completely abnormal, greatly improving the safety of braking energy supply during vehicle power supply failures. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the braking system architecture of a single vehicle according to an embodiment of the present invention.

[0023] Figure 2This is a schematic diagram of the air circuit of the all-electric friction braking system for high-speed trains according to an embodiment of the present invention. Detailed Implementation

[0024] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the drawings are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0025] like Figure 1 The diagram shown is an architecture diagram of the all-electric friction braking system for high-speed trains according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the air circuit of the all-electric friction braking system for high-speed trains according to an embodiment of the present invention.

[0026] This invention relates to a fully electric friction braking system for high-speed trains, comprising an electric friction device for outputting braking force and a braking control device for controlling the electric friction device. The braking control device is connected to the train network and hardwires running through the entire train. This fully electric friction braking system adopts an integrated electric friction braking device, which can be flexibly configured according to the number of brake discs required by the vehicle. A single braking control device can drive 8 to 12 electric friction braking devices.

[0027] The braking control system comprises an electronic brake control unit and a backup power supply unit that communicate with each other. The electric friction device is controlled by the braking control system. The electronic brake control unit and the backup power supply unit are connected to the train's power supply line. The backup power supply unit provides backup power to the electronic brake control unit. The backup power supply unit has a power management system. The backup power supply units of each car are connected via a backup power train line running through the vehicles. The power management system manages the power consumption of the braking system. When the vehicle's power supply is normal, the vehicle's low-voltage power supply system supplies power to the electronic brake control unit and simultaneously supplies power to the backup power supply unit. When the vehicle's low-voltage power supply is abnormal, the backup power supply unit supplies power to the braking system. Since the backup power supply units of all braking control units are connected via a backup power parallel circuit running through the train, when the backup power supply units of one or more braking control units malfunction, other normal backup power supply units can supply power to the brake control unit with the faulty backup power supply through the backup power parallel circuit. To ensure the safety of the braking system's power consumption, in this design, the backup power supply unit has the power requirements to meet the needs of three emergency braking maneuvers for the vehicle.

[0028] The electronic braking control unit has interfaces with the vehicle's electrical and network control systems, as well as with the regenerative braking system. Based on the vehicle's electro-pneumatic and network control commands, the electronic braking control unit calculates the braking force requirements of the entire train and performs regenerative-friction braking distribution control across the entire train, prioritizing regenerative braking and using friction braking when regenerative braking is insufficient. In the event of a failure in the friction braking system of a specific vehicle or car, the electronic braking control unit redistributes the friction braking force according to the available friction braking devices across the entire train.

[0029] The electric friction drive system comprises: a drive unit, a brake motor, a transmission mechanism, a clamping lever (braking force actuator), an energy storage spring, and a locking unit. Multiple drive units located on the same train communicate with each other via an internal network and hardwired connections. If one drive unit fails, another drive unit can take over driving the motor.

[0030] The drive unit communicates with the brake control device, receiving commands from the brake control device, outputting drive signals to the brake motor, and outputting control signals to the locking unit. The drive unit is located inside the brake control device or inside the electric friction device. The brake motor receives the drive signals from the drive unit and outputs the required torque according to the drive signals. The transmission mechanism is connected to the output end of the brake motor, converting the rotational motion of the brake motor into linear motion, pushing the caliper lever to actuate, causing the brake pads on the caliper lever to press against the wheel brake disc to generate friction braking and stop the vehicle. The caliper lever is driven by the transmission mechanism and is used to output braking force or implement brake release. The energy storage spring has a tendency to push the transmission mechanism in the braking direction to implement emergency braking, and can be pushed back to the energy storage position by the transmission mechanism. The locking unit is connected to the vehicle's emergency braking hardline and receives control signals from the drive unit, used to lock or release the energy storage spring.

[0031] The drive unit in the friction brake control device outputs three-phase PWM drive signals to the brake motor based on the friction braking force allocated by the electronic brake control unit, driving the brake motor to rotate. The transmission mechanism converts the rotational motion of the brake motor into linear motion, pushing the caliper lever to actuate and cause the brake pads to come into contact with the brake disc, generating friction braking to stop the vehicle.

[0032] When the vehicle's emergency braking loop loses power, the electronic brake control unit outputs the required three-phase PWM drive signals for emergency braking to the brake motor, generating the friction braking force required for emergency braking under normal conditions. In other words, when the vehicle's emergency braking hardwire loses power and the brake control device is functioning normally, the brake control device drives the brake motor through the drive unit to output the braking force required for emergency braking.

[0033] When the vehicle's emergency braking control loop is energized and the electronic brake control unit is functioning normally, the energy storage spring is locked in the energy storage position by the locking unit. At this time, the energy storage spring does not act on the transmission mechanism and does not generate braking force. When the vehicle's emergency braking control loop is de-energized and the electronic brake control unit malfunctions, the locking unit activates, releasing the energy storage spring to act on the transmission mechanism, pushing the caliper lever to make the brake pads fit together, generating redundant backup emergency braking force.

[0034] When the vehicle's emergency braking circuit is energized and the electronic brake control unit is functioning normally, the electronic brake control unit outputs a PWM control signal to the brake motor, controlling the brake motor to reverse and push the energy storage spring back to the energy storage position. The electronic brake control unit then controls the locking unit to lock the energy storage spring, without affecting the application and release of normal friction braking.

[0035] The all-electric friction braking system of this invention unifies and coordinates the vehicle's power supply and motion systems. Basic motion control of the braking system can be achieved through a complete all-electric friction braking system. The system is equipped with necessary redundant emergency braking control mechanisms and logic, as well as necessary redundant power supply protection measures, providing multiple braking safety safeguards in emergency situations or power system failures. Through the architectural design of this invention, the full electrification of the high-speed train's braking system can be achieved, simplifying the system's structure and the interface between the system and the vehicle, greatly simplifying the overall vehicle system configuration.

[0036] Based on the train braking control method of the all-electric friction braking system of the EMU in this embodiment, the braking control device calculates the braking force demand based on the control signals of the vehicle hardwire and train network, and distributes the braking force across the entire train. Regenerative braking force is used preferentially; when regenerative braking force is insufficient, friction braking force is used. The braking command corresponding to the braking force demand is transmitted to the drive unit, which drives the brake motor. The transmission mechanism transmits the output force of the brake motor to the braking force actuator, which performs the braking action. When braking force release is needed, the braking control device sends a command related to braking release to the drive unit, causing the drive motor to reverse, thereby resetting the braking force actuator or reducing the braking force through the transmission mechanism. In the event of a failure in a single electric friction braking device or a failure in the electric friction braking device of a certain car, the braking control device redistributes the braking force demand of each electric friction device across the entire train to ensure the required braking force for the vehicles.

[0037] When the emergency braking hardwire of the vehicle loses power and the braking control device is normal, the braking control device sends emergency braking-related control commands to the drive unit. The drive unit itself calculates the control requirements based on the redundancy of the emergency braking hardwire, and after voting with the control commands input by the braking control device, it takes the larger output. The drive unit drives the brake motor to act, and performs emergency braking in sequence through the transmission mechanism and the braking force actuator.

[0038] When the emergency braking hardwire loses power and the braking control device malfunctions, the locking spring control command sent by the drive unit to the locking unit loses power (or the drive unit sends a release spring control command to the locking unit). The locking unit then releases the energy storage spring, and the spring force of the energy storage spring acts on the transmission mechanism, driving the braking force actuator to actuate and generating frictional emergency braking to stop the vehicle.

[0039] When the vehicle's emergency braking hardwire is energized and the braking control device is functioning normally, the braking control device sends a reset-related command to the drive unit. The drive unit drives the brake motor to reverse and performs emergency braking relief. At the same time, the transmission mechanism pushes the energy storage spring back to the energy storage position. When the drive unit detects that the motor has completed the reset, it outputs a lock-up related control command to the locking unit. The locking unit performs a lock-up operation, locking the energy storage spring and keeping it in the energy storage position.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A fully electric friction braking system for a high-speed train, comprising an electric friction device for outputting braking force and a braking control device for controlling the electric friction device, wherein the braking control device is connected to a train network and hardwires running through the entire train, and the electric friction device has: - Drive unit, which communicates with the brake control device, is used to receive instructions from the brake control device, output drive signals to the brake motor, and output control signals to the locking unit. The drive unit is located inside the brake control device or inside the electric drive friction device. - The brake motor receives the drive signal from the drive unit and outputs the required torque according to the drive signal; - Transmission mechanism, connected to the output end of brake motor, used to transmit the output force of brake motor to brake force actuator; - A braking force actuator, driven by a transmission mechanism, is used to output braking force or to relieve braking force; - An energy storage spring has the tendency to push the transmission mechanism in the braking direction to implement emergency braking, and can be pushed back to the energy storage position by the transmission mechanism. - Locking unit, connected to the vehicle's emergency braking hardwire and receiving control signals from the drive unit, is used to lock or release the energy storage spring; When the vehicle's emergency braking hardwire is de-energized and the braking control device malfunctions, the locking unit releases the energy storage spring, and the electric friction device performs emergency braking. When the vehicle's emergency braking hardwire is energized and the braking control device is functioning normally, the braking control device sends a reset-related command to the drive unit. The drive unit drives the brake motor to reverse, performing emergency braking release. Simultaneously, the transmission mechanism pushes the energy storage spring back to its energy storage position. When the drive unit detects that the motor has completed its reset, it outputs a locking-related control command to the locking unit. The locking unit performs a locking operation, locking the energy storage spring and holding it in its energy storage position. When the vehicle's emergency braking hardwire is energized, the braking control device is functioning normally, and the energy storage spring is in its energy storage position, the locking unit locks the energy storage spring, preventing any force from acting between the energy storage spring and the transmission mechanism.

2. The all-electric friction braking system for high-speed trains according to claim 1, characterized in that, The braking force actuator is a clamping rod or a brake tread.

3. The all-electric friction braking system for high-speed trains according to claim 1, characterized in that, The drive units of multiple electric friction devices located on the same train communicate with each other via an internal network and hardwire.

4. The all-electric friction braking system for high-speed trains according to claim 1, characterized in that, When the emergency braking hardwire loses power and the braking control device is functioning normally, the braking control device drives the brake motor through the drive unit to output the braking force required for emergency braking.

5. The all-electric friction braking system for high-speed trains according to claim 1, characterized in that, The braking control device has an electronic braking control unit and a backup power supply unit that communicate with each other. The electronic braking control unit and the backup power supply unit are connected to the train power supply line. The backup power supply unit is used to provide backup power to the electronic braking control unit. When the vehicle power supply is normal, the vehicle low-voltage power supply system supplies power to the electronic braking control unit and at the same time supplies power to the backup power supply unit. When the vehicle low-voltage power supply is abnormal, the backup power supply unit supplies power to the braking system.

6. The all-electric friction braking system for high-speed trains according to claim 5, characterized in that: The backup power supply device has the power requirements to meet the vehicle's emergency braking needs for three times, so as to ensure the electrical safety of the braking system.

7. The all-electric friction braking system for high-speed trains according to claim 5, characterized in that, All backup power supplies for the braking control devices are connected through a parallel backup power circuit running through the train. When the backup power supply of one or more braking control devices malfunctions, other normal backup power supplies will supply power to the brake control device with the faulty backup power supply through the parallel backup power circuit.

8. A train braking control method, characterized in that: Based on the all-electric friction braking system of the EMU according to any one of claims 1 to 7, the braking control device calculates the braking force demand based on the control signals of the vehicle hardwire and the train network, and distributes the braking force across the entire train. It prioritizes the use of regenerative braking force, and uses friction braking force when the regenerative braking force is insufficient. It also transmits the braking command corresponding to the braking force demand to the drive unit. The drive unit drives the brake motor to operate, and the transmission mechanism transmits the output force of the brake motor to the braking force actuator, which performs the braking action. When braking force relief is required, the braking control device sends a command related to braking relief to the drive unit, and the drive motor reverses, thereby resetting the braking force actuator or reducing the braking force through the transmission mechanism.

9. The train braking control method according to claim 8, characterized in that, When a single electric friction brake device or a vehicle's electric friction brake device fails, the braking control device redistributes the braking force requirements of each electric friction device across the entire train to ensure the required braking force for the vehicle.

10. The train braking control method according to claim 9, characterized in that, When the emergency braking hardwire of the vehicle loses power and the braking control device is normal, the braking control device sends emergency braking-related control commands to the drive unit. The drive unit itself calculates the control requirements based on the redundancy of the emergency braking hardwire, and after voting with the control commands input by the braking control device, it takes the larger output. The drive unit drives the brake motor to act, and performs emergency braking in sequence through the transmission mechanism and the braking force actuator. When the emergency braking hardwire of the vehicle loses power and the braking control device malfunctions, the drive unit sends a control command to the locking unit to release the spring, or the control command for the locking spring sent by the drive unit to the locking unit loses power. The locking unit then releases the energy storage spring. The spring force of the energy storage spring acts on the transmission mechanism, causing the braking force actuator to move and generate frictional emergency braking to stop the vehicle. When the vehicle's emergency braking hardwire is energized and the braking control device is functioning normally, the braking control device sends a reset-related command to the drive unit. The drive unit drives the brake motor to reverse and performs emergency braking relief. At the same time, the transmission mechanism pushes the energy storage spring back to the energy storage position. When the drive unit detects that the motor has completed the reset, it outputs a lock-up related control command to the locking unit. The locking unit performs a lock-up operation, locking the energy storage spring and keeping it in the energy storage position.

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