Modularized integrated structure of power control unit of rail transit door system

Abstract

The utility model discloses a modularized integrated structure of a power control unit of a rail transit door system. A speed reducer module and a motor module are coaxially connected through a first universal connecting assembly; the controller module is connected to the other one of the motor modules through a second universal connecting assembly; the controller module comprises a first PCB (Printed Circuit Board) and a second PCB which are axially arranged at an interval, a processor module is integrated on the first PCB and the second PCB, a motor wire interface is arranged on one surface, corresponding to the motor module, of the first PCB, the first PCB and the second PCB are connected in a plug-in manner through a signal interface terminal, and a control interface is led out through the second PCB. According to the utility model, the motor assembly, the speed reducer assembly and the controller assembly are designed into modules, through reasonable layout and general connection assembly combination, the space in the rail transit vehicle is greatly saved, the modules are connected through general interfaces, complex wiring and installation processes are not needed, and the installation difficulty and time cost are greatly reduced.

Description

Technical Field

[0001] The utility model relates to the field of rail transit door systems, in particular to a modular integrated structure of a power control unit of a rail transit door system. Background Art

[0002] The general installation and working methods of the motor assembly, reducer assembly, controller assembly, brake assembly and battery assembly (some rail transit door systems may be equipped with battery assemblies as a backup power source) in today's rail transit door power control assembly system are as follows:

[0003] Motor components:

[0004] Mounting: The motor assembly is typically mounted to the door system frame or car body using bolts or other fasteners, typically near the door's actuator. For example, in some subway car door systems, the motor assembly is mounted on a dedicated bracket above or to the side of the door.

[0005] Operation: When the controller receives a signal to open or close the door, it sends a corresponding electrical signal to the motor assembly. The motor assembly begins rotating in response to the signal, and a transmission device (such as a belt or screw) converts this rotational motion into linear movement of the door.

[0006] Reducer components:

[0007] Installation: The reducer assembly is typically tightly coupled to the motor assembly, mounted on the motor's output shaft. The two may be connected by couplings, gears, or other means to ensure power transmission. For example, in some light rail vehicle door systems, the reducer assembly is mounted within the door's top frame, forming an integral drive unit with the motor assembly.

[0008] Operation: The reducer converts the high-speed rotation of the motor assembly into a low-speed, high-torque output suitable for door system operation. This ensures the door system's operational requirements. It also protects the motor assembly from damage due to overload. There are many types of reducers, and the choice depends on the specific needs. For example, a planetary reducer is used for passenger side door systems, while a worm gear reducer is used for interior door systems.

[0009] Controller components:

[0010] Installation: The controller assembly is typically installed in a control box within the train compartment, typically mounted on the wall or other convenient location for operation and maintenance. Cables or wires connect the controller assembly to various components of the door system for signal transmission and control. For example, in some high-speed train door systems, the controller assembly is installed in the carriage's electrical control cabinet and connected to the door's motor assembly, sensors, brake assembly, and other components via dedicated cables.

[0011] Operation: The controller receives signals from the train control system or passenger operations, such as door open and close buttons, and train speed signals. Based on these signals, the controller controls components such as the motor and brake assembly to open, close, and stop the doors. The controller also monitors the operating status of the door system, including door position, speed, and current. If an abnormality occurs, it promptly issues an alarm and initiates appropriate protective measures.

[0012] Brake assembly (if applicable):

[0013] Installation: The brake assembly is typically installed on the door's transmission mechanism, such as the lead screw and pulley. During installation, ensure a secure connection between the brake assembly and the transmission mechanism to effectively transmit braking force. In some door systems, the brake assembly may also be installed directly on the motor assembly's output shaft to more directly brake the motor assembly's rotation. For example, in some subway car door systems, the brake assembly is installed at the end of the door's lead screw, with braking achieved through contact between the brake pad and the lead screw. In other cases, there is no brake assembly, and braking is achieved by reverse rotation of the motor assembly.

[0014] Operation: When the door reaches the open or closed position, the controller sends a braking signal to the brake assembly. Upon receiving the signal, the brake assembly activates, generating braking force through friction, electromagnetic forces, and other means to stop the door's transmission mechanism, thereby maintaining the door's open or closed position. In emergency situations, such as train failures or danger, the brake assembly automatically activates to ensure the door's safe closure.

[0015] Battery Pack (if any):

[0016] Installation: Battery packs are typically installed in dedicated battery pack boxes within the vehicle compartment. These boxes are typically located at the bottom, top, or other locations that do not interfere with passengers or vehicle operation. These boxes must be well sealed and well protected to protect the battery packs from environmental influences. For example, in some unmanned rail transit vehicles, the battery packs are installed in a battery pack compartment at the bottom of the vehicle compartment and connected to components such as the door system's controller and motor assembly via cables.

[0017] Operation: The battery pack serves as a backup power source. Under normal circumstances, rail transit door systems rely primarily on the train's power supply. However, if the train's power supply fails or a power outage occurs, the battery pack automatically activates to provide power to the door system, ensuring normal opening and closing of the doors. The battery pack requires regular charging and maintenance to ensure its performance and lifespan.

[0018] Remote monitoring component module (if any)

[0019] Installation: Usually installed in or near the control box of the rail transit door system, usually in a well-ventilated place, easy to maintain and free from external interference. The remote monitoring component module is connected to the door system controller component through a dedicated data line or communication interface.

[0020] Work: Use various sensors (speed sensors, noise sensors, etc.) to collect, transmit, analyze and process data, and finally remotely control and manage the door system status.

[0021] Problems and defects:

[0022] Independent installation of components: Motor components, reducer components, controller components, brake components, and battery components are usually installed in different locations. The installation process is complicated and requires consideration of the spatial layout and connection methods of multiple components. The numerous connection lines between components are prone to line failures, increasing the difficulty of maintenance and repair. Components produced by different manufacturers may have compatibility issues, affecting the overall performance and stability of the door system.

[0023] Lack of customizability: Traditional door systems are usually standardized designs, which are difficult to quickly adjust and customize according to different cost requirements or customer-specific needs. If special needs are to be met, large-scale redesign and modification are often required, which is costly and time-consuming.

[0024] Difficulty in technology upgrades: Due to the independence of each component, each component needs to be improved separately during technology upgrades, which makes coordination difficult and costly; it is difficult to achieve rapid improvement and optimization of overall performance. Summary of the Invention

[0025] Purpose of the utility model: In order to overcome the shortcomings of the background technology, the utility model discloses a modular integrated structure of a power control unit of a rail transit door system.

[0026] Technical solution: The modular integrated structure of the rail transit door system power control unit described in the utility model includes a reducer module, a motor module, and a controller module;

[0027] The reducer module and the motor module are coaxially connected via a first universal connection component;

[0028] The controller module is connected to the other end of the motor module via a second universal connection component, and is capable of connecting the battery module assembly and the brake module assembly in series via the second universal connection component;

[0029] The controller module includes a first PCB board and a second PCB board arranged axially apart, the processor module is integrated on the first PCB board and the second PCB board, a motor line interface is provided on a side of the first PCB board corresponding to the motor module, the first PCB board and the second PCB board are plug-connected through signal interface terminals, and a control interface is led out through the second PCB board.

[0030] Furthermore, the first universal connection assembly includes a first interface for inserting the reducer module and a second interface ring for inserting the power supply module, and the first interface ring and the second interface ring are fixedly connected by circumferentially spaced screws.

[0031] Furthermore, the first interface ring and the second interface ring are respectively provided with circumferential fixing holes extending toward the reducer module and the motor module for bolting.

[0032] Furthermore, the second universal connection component includes a third interface ring and a control interface fixing plate respectively arranged on both sides of the first PCB board and the second PCB board. The third interface ring is fixedly connected to the first PCB board through circumferentially spaced screws, the power supply module is inserted and limited, and the control interface fixing plate is fixedly connected to the second PCB board through circumferentially spaced screws. The control interface is led out from the second PCB board and integrated into the outer side of the control interface fixing plate.

[0033] Furthermore, a rigid wiring protection cover for wiring is provided between the second PCB board and the control interface fixing plate.

[0034] Beneficial effects: Compared with the prior art, the advantages of this utility model are:

[0035] 1. Efficient Space Utilization: The motor assembly, reducer assembly, and controller assembly are designed as modules. Through reasonable layout and universal connection components, the space inside the rail transit vehicle is greatly saved. This increases the usable space inside the vehicle, providing a more comfortable riding environment for passengers and opening up more possibilities for the installation of other equipment.

[0036] 2. Convenient Installation and Maintenance: Easy installation: Modules are connected via a universal interface, eliminating the need for complex wiring and installation processes, significantly reducing installation difficulty and time costs. Technicians can quickly and accurately complete door system installation, improving work efficiency. Efficient maintenance: When a door system malfunctions, the problematic module can be quickly located and replaced without requiring extensive disassembly and debugging of the entire system.

[0037] 3. High degree of customization: Modules can be quickly arranged and combined according to different cost requirements and customer needs. This allows rail transit door systems to flexibly adapt to the needs of different projects. Whether pursuing high cost-effectiveness or specific functional requirements, you can find the right module combination solution;

[0038] 4. Convenient technology upgrade: When new technologies emerge, the door system can be upgraded by simply replacing the corresponding modules, without the need for large-scale transformation of the entire system.

[0039] 5. Improved System Performance: Modular design and optimized interface connections reduce intermediate transmission links, reducing energy loss and error accumulation, thereby improving the overall performance of the door system. At the same time, each module can focus on optimizing its own functions, further improving the stability and reliability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 This is a schematic structural diagram of the utility model. DETAILED DESCRIPTION

[0041] The technical solution of the present utility model will be further described below with reference to the accompanying drawings and embodiments.

[0042] like Figure 1 The modular integrated structure of the rail transit door system power control unit shown is characterized by comprising a reducer module 1 , a motor module 2 , and a controller module 3 .

[0043] The reducer module 1 and motor module 2 are coaxially connected via a first universal connection assembly 4. This assembly includes a first interface ring 401 for inserting the reducer module 1 and a second interface ring 402 for inserting the power supply module 2. The first and second interface rings 401, 402 are fixedly connected via circumferentially spaced screws. Each of the first and second interface rings 401, 402 has circumferential fixing holes 403 extending toward the reducer module 1 and motor module 2 for bolting. The first and second interface rings 401, 402 can be flexibly customized based on the external structures of the reducer module 1 and motor module 2.

[0044] The controller module 3 is connected to the other end of the motor module 2 via a second universal connection component 5, and can connect the battery module assembly and the brake module assembly in series via the second universal connection component 5;

[0045] The controller module 3 includes a first PCB board 301 and a second PCB board 302 axially spaced apart. The processor module is integrated on the first PCB board 301 and the second PCB board 302. A motor line interface 303 is provided on the side of the first PCB board 301 corresponding to the motor module 2. The first PCB board 301 and the second PCB board 302 are plug-in connected through a signal interface terminal 304, and a control interface 305 is led out through the second PCB board 302.

[0046] The second universal connection assembly 5 includes a third interface ring 501 and a control interface fixing plate 502, respectively located on either side of the first PCB board 301 and the second PCB board 302. The third interface ring 501 is fixedly connected to the first PCB board 301 via circumferentially spaced screws. The power supply module 2 is inserted and retained. The control interface fixing plate 502 is fixedly connected to the second PCB board 302 via circumferentially spaced screws. The control interface 305 extends from the second PCB board 302 and is integrated into the outer surface of the control interface fixing plate 502. A rigid wiring protective cover 503 for wiring is provided between the second PCB board 302 and the control interface fixing plate 502. The control interface 305 on the control interface fixing plate 502 enables series expansion, enabling the expansion of battery module assemblies and brake module assemblies.

Claims

1. A modular integrated structure of a power control unit for a rail transit door system, characterized by: It includes a reducer module (1), a motor module (2), and a controller module (3); The reducer module (1) and the motor module (2) are coaxially connected via a first universal connection component (4); The controller module (3) is connected to the other end of the motor module (2) via a second universal connection component (5), and is capable of connecting the battery module component and the brake module component in series via the second universal connection component (5); The controller module (3) comprises a first PCB board (301) and a second PCB board (302) arranged axially at intervals, a processor module being integrated on the first PCB board (301) and the second PCB board (302), a motor line interface (303) being provided on a side of the first PCB board (301) corresponding to the motor module (2), the first PCB board (301) and the second PCB board (302) being plug-connected via a signal interface terminal (304), and a control interface (305) being led out via the second PCB board (302).

2. The modular integrated structure of the rail transit door system power control unit according to claim 1 is characterized in that: The first universal connection assembly (4) comprises a first interface ring (401) for inserting the reducer module (1) and a second interface ring (402) for inserting the power supply module (2), wherein the first interface ring (401) and the second interface ring (402) are fixedly connected by circumferentially spaced screws.

3. The modular integrated structure of the rail transit door system power control unit according to claim 2, characterized in that: The first interface ring (401) and the second interface ring (402) are respectively provided with circumferential fixing holes (403) extending towards the reducer module (1) and the motor module (2) for bolting.

4. The modular integrated structure of the rail transit door system power control unit according to claim 1, characterized in that: The second universal connection component (5) comprises a third interface ring (501) and a control interface fixing plate (502) respectively provided on both sides of the first PCB board (301) and the second PCB board (302); the third interface ring (501) is fixedly connected to the first PCB board (301) via circumferentially spaced screws; the power supply module (2) is inserted and limited; the control interface fixing plate (502) is fixedly connected to the second PCB board (302) via circumferentially spaced screws; the control interface (305) is led out from the second PCB board (302) and integrated into the outer side surface of the control interface fixing plate (502).

5. The modular integrated structure of the rail transit door system power control unit according to claim 4, characterized in that: A rigid wiring protection cover (503) for wiring is provided between the second PCB board (302) and the control interface fixing plate (502).

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