Rail transit electric control brake calibration device

Abstract

The utility model discloses a kind of electric control brake calibration devices for rail transit belongs to brake test field, including the fixed seat being arranged above rack, fixed spring seat is connected with the fixed seat two sides by guide rod, electric cylinder drive mechanism is on the fixed seat, movable spring assembly is connected on electric cylinder drive mechanism, movable spring assembly is slidably connected between two guide rods, a plurality of simulation springs are arranged between movable spring assembly and fixed spring seat, pressure sensor is set on electric cylinder drive mechanism, the process that brake shoe is pressed to wheel is accurately simulated by mechanical mode, without real wheel and brake shoe, brake state in actual operation can be reproduced on test bench, brake force response curve can be calibrated before equipment delivery, reduce online debugging time;Ensure that the performance of brake system in rail transit operation meets the standard, improve the safety of whole vehicle operation.

Description

Technical Field

[0001] This utility model belongs to the field of braking testing, specifically a calibration device for electrically controlled braking in rail transit. Background Technology

[0002] The rail transit braking system is one of the core components ensuring train operation safety. Its performance directly affects the train's stopping distance, braking stability, and emergency response capability under various operating conditions. To ensure that the braking system meets national standards and operational requirements during design and maintenance, extensive braking performance testing is necessary. However, due to the high speed, strong impact, and complex friction involved in the actual contact between the wheels and brake pads during train operation, conducting tests directly on the vehicle under actual operating conditions is not only costly and complex but also poses certain safety risks.

[0003] Chinese utility model patent CN200955993Y discloses a performance testing simulation test bench for deceleration tops. Equipped indoors with a speedometer, height gauge, dynamometer, and computer testing system, the test bench consists of a single circular track, a main beam, a main beam positioning device, rail sleepers, wheels, a frame, pins, a counterweight beam, hydraulic jacks, a drive unit, a variable frequency motor, a reducer, a current collector, brakes, and a control console. Two brakes can act on the brake disc mounted on the bottom disc of the rotating seat. The single circular track is fixed by rail sleepers, simulating the rolling of railway vehicle wheels over the deceleration top, thus solving the problem of indoor performance testing of deceleration tops. However, it still requires the participation of real wheels and brakes, and cannot be separated from the vehicle structure to conduct braking force loading experiments independently, nor can it simulate the braking force test of the brake pad pressing against the wheel. Utility Model Content

[0004] The purpose of this invention is to provide an electric control braking calibration device for rail transit, so as to solve at least one aspect of the problems and defects mentioned in the background art.

[0005] A calibration device for electrically controlled braking in rail transit is provided, comprising a frame, a fixed base on the top of the frame, fixed spring seats connected to both sides of the fixed base via guide rods, an electric cylinder drive mechanism on the fixed base, a movable spring assembly connected to the electric cylinder drive mechanism, the movable spring assembly being slidably connected between the two guide rods, a plurality of simulated springs being disposed between the movable spring assembly and the fixed spring seats, and a pressure sensor being disposed on the electric cylinder drive mechanism.

[0006] Furthermore, the electric cylinder drive mechanism includes a servo motor, which is mounted on a fixed base. A gear transmission mechanism is fixedly connected to the transmission end of the servo motor, and a ball screw is fixedly connected to the gear transmission mechanism. The ball screw is rotatably connected inside the electric cylinder body, and a conversion nut is threaded onto the ball screw. A telescopic rod is fixedly connected to the conversion nut, and the telescopic rod is slidably connected inside the electric cylinder body. A pressure sensor is provided on one side of the outside of the electric cylinder body.

[0007] Furthermore, the movable spring assembly includes a sliding seat, on which a movable spring plate is connected, and the movable spring plate is slidably connected to the guide rods on both sides.

[0008] Furthermore, sliding bushings are provided on both sides of the upper part of the movable spring plate, and the two sliding bushings are slidably connected to the guide rod respectively.

[0009] Furthermore, the upper part of the frame is provided with several mounting seats, and guide rods are provided on the mounting seats.

[0010] Furthermore, the movable spring plate is provided with a number of limiting protrusions, and the fixed spring seat is provided with a number of limiting protrusions.

[0011] Furthermore, a power supply box is installed above the rack.

[0012] Compared with the prior art, the beneficial effects of this utility model are as follows: The simulated spring is in its natural state, and the movable spring assembly is in its initial position. The electric cylinder drive mechanism is activated, pushing the movable spring assembly to move slowly along the guide rod. The movable spring assembly gradually compresses the simulated spring. As the simulated spring is compressed, its internal reaction force gradually increases. The compression of the simulated spring simulates the braking force generated when the brake pads press against the wheels during train braking. The more the simulated spring is compressed, the tighter it becomes, corresponding to the different braking forces generated at different compression gaps during the braking process. Pressure sensors record the force on the simulated spring in real time under different compression levels. By mechanically simulating the process of the brake pads pressing against the wheels, the braking state in actual operation can be reproduced on a test bench without the need for real wheels and brake pads. Its braking force response curve can be calibrated before the equipment is delivered, reducing the time required for online debugging. This ensures that the braking system performance in rail transit operation meets standards and improves the safety of the entire vehicle operation. Attached Figure Description

[0013] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0014] Figure 1 A schematic diagram of the overall structure of an electric control brake calibration device for rail transit; Figure 2This is a schematic diagram of the overall top view structure of the present invention; Figure 3 A cross-sectional structural diagram of the electric cylinder drive mechanism provided by this utility model.

[0015] In the diagram: 1. Frame; 11. Mounting base; 2. Fixed base; 3. Guide rod; 4. Fixed spring seat; 5. Electric cylinder drive mechanism; 51. Servo motor; 52. Gear transmission mechanism; 53. Ball screw; 54. Converter nut; 55. Telescopic rod; 56. Electric cylinder body; 6. Movable spring assembly; 61. Sliding seat; 62. Movable spring plate; 63. Sliding bushing; 7. Simulated spring; 8. Pressure sensor; 9. Limiting protrusion; 10. Power supply box. Detailed Implementation

[0016] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0017] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0018] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" or "second" is used in the description, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0019] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0020] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the present utility model and are not intended to limit the present utility model; that is, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The components of the embodiments of the present utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0022] Please see Figure 1-3 As shown in the embodiment of this utility model, an electrically controlled braking calibration device for rail transit includes a frame 1, a fixed base 2 on top of the frame 1, fixed spring seats 4 connected to both sides of the fixed base 2 via guide rods 3, an electric cylinder drive mechanism 5 on the fixed base 2, a movable spring assembly 6 connected to the electric cylinder drive mechanism 5, the movable spring assembly 6 being slidably connected between the two guide rods 3, and a plurality of simulated springs 7 disposed between the movable spring assembly 6 and the fixed spring seats 4. A pressure sensor 8 is disposed on the electric cylinder drive mechanism 5; (specifically, the electric cylinder drive mechanism 5 drives the movable spring assembly 6 to move towards the fixed spring seat 4, gradually compressing the simulated springs 7 in the middle; simulated Spring 7 generates a reaction force due to compression, which in turn acts on the piston rod of the electric cylinder drive mechanism 5. Pressure sensor 8 is installed along the piston's force path. Pressure sensor 8 converts the sensed mechanical pressure into a corresponding analog voltage or digital signal. At each position point, the real-time pressure value output by pressure sensor 8 can be considered as the braking force corresponding to that compression. Sensing this reaction force, a pressure value is recorded at each point, forming a "compression displacement - braking force" data pair. Pressure sensor 8 is connected to the controller via a data bus; the controller has a sampling program that periodically reads the pressure value; simultaneously, it reads the current displacement of the electric cylinder to achieve matching between the compression displacement and the pressure value. In the specific operation, the simulated spring 7 is in its natural state (uncompressed), the movable spring assembly 6 is in its initial position, the electric cylinder drive mechanism 5 is activated, pushing the movable spring assembly 6 to move slowly along the guide rod 3. The movable spring assembly 6 gradually compresses the simulated spring 7. As the simulated spring 7 is compressed, its internal reaction force gradually increases. The compression of the simulated spring 7 simulates the braking force generated by the brake pads pressing against the wheels during train braking. The more the simulated spring 7 is compressed, the tighter it becomes, corresponding to the different braking forces generated by different compression gaps during the braking process. The pressure sensor 8 records the pressure values ​​at different compression levels in real time and feeds them back to the controller. The controller reads the pressure data and records the force situation of the simulated spring 7. The process of the brake pads pressing against the wheels is accurately simulated mechanically. Without the need for real wheels and brake pads, the braking state in actual operation can be reproduced on the test bench. Its braking force response curve can be calibrated before the equipment is delivered, reducing the time for online debugging. This ensures that the performance of the braking system in rail transit operation meets the standards and improves the safety of the entire vehicle operation.

[0023] In one embodiment, see Figure 1 , Figure 2 and Figure 3 As shown, the electric cylinder drive mechanism 5 includes a servo motor 51, which is mounted on a fixed base 2. A gear transmission mechanism 52 (comprising a driving wheel and a driven wheel, with the driving wheel fixedly connected to the output end of the servo motor 51 and the driven wheel fixedly connected to a ball screw 53) is fixedly connected to the gear transmission mechanism 52. The ball screw 53 is rotatably connected inside the electric cylinder body 56. A conversion nut 54 is threaded onto the ball screw 53, and a telescopic rod 55 is fixedly connected to the conversion nut 54. The telescopic rod 55 is slidably connected inside the electric cylinder body 56. A pressure sensor 8 is installed on the outer side of cylinder 56. When the servo motor 51 starts, it drives the drive wheel in the gear transmission mechanism 52 to rotate. The drive wheel drives the driven wheel to rotate. The gear transmission mechanism 52 drives the ball screw 53 to rotate, which drives the conversion nut 54 threaded on the ball screw 53 to move in a linear direction. This drives the telescopic rod 55 to extend or retract linearly, pushing the movable spring assembly 6 to move and compress the simulated spring 7, simulating the mechanical process when the train brake pad contacts the wheel. The simulated spring 7 provides a reaction force that acts on the telescopic rod 55 and is transmitted to the end of the electric cylinder 56. The pressure sensor 8 detects the force value and feeds it back to the controller in real time.

[0024] In one embodiment, see Figure 1 and Figure 2As shown, the movable spring assembly 6 includes a sliding seat 61, on which a movable spring plate 62 is connected. The movable spring plate 62 is slidably connected to the guide rods 3 on both sides. The sliding seat 61 ensures that the movable assembly moves smoothly and linearly on the guide rods 3, driven by the electric cylinder telescopic rod 55. The movable spring plate 62 provides a uniform force application surface for multiple simulated springs 7, avoiding uneven local force distribution and ensuring that the simulated braking force distribution is realistic. The entire movable spring plate 62 moves along the axis of the guide rods 3, compressing the simulated springs 7 between the fixed spring seat 4, thereby realizing the simulated brake pad force application process.

[0025] In one embodiment, see Figure 1 and Figure 3 As shown, sliding bushings 63 are provided on both sides of the upper part of the movable spring plate 62. The two sliding bushings 63 are slidably connected to the guide rod 3 respectively, and the two sliding bushings 63 are respectively sleeved on the parallel guide rod 3. The sliding bushings 63 and the guide rod 3 adopt interference fit to ensure smooth movement without jamming. Under the push of the telescopic rod 55, the movable spring assembly 6 can only slide back and forth along the axial direction of the guide rod 3, effectively avoiding problems such as swaying and jamming.

[0026] In one embodiment, see Figure 1 and Figure 2 As shown, the upper part of the frame 1 is provided with several mounting seats 11, and guide rods 3 are provided on the mounting seats 11. The frame 1 provides the basic support and rigid platform for the entire device. The mounting seats 11 are evenly distributed and fixed above the frame 1 to support the guide rods 3. The guide rods 3 pass through multiple mounting seats 11 to form a rigid linear guide rail. The movable spring assembly 6 is installed on the guide rod 3 through the sliding bushing 63 and slides back and forth linearly along the guide rod 3 under the drive of the telescopic rod 55, so as to realize the precise compression loading of the simulated spring 7 by the movable assembly.

[0027] In one embodiment, see Figure 1 and Figure 2 As shown, the movable spring plate 62 is provided with several limiting protrusions 9, and the fixed spring seat 4 is provided with several limiting protrusions 9. The limiting protrusions 9 hold the simulated spring 7 in a designated position to prevent the limiting protrusions 9 from moving laterally or rolling during sliding or loading, and to ensure that the simulated spring 7 is always compressed axially during the compression process, so as to avoid oblique compression due to eccentric force.

[0028] In one embodiment, see Figure 1 and Figure 2 As shown, a power supply box 10 is installed on top of the rack 1 to supply power to the entire device.

[0029] The above description is merely an example and illustration of the structure of this utility model. Those skilled in the art can make various modifications or additions to the specific embodiments described or use similar methods to replace them, as long as they do not deviate from the structure of the utility model or exceed the scope defined in the claims, they should all fall within the protection scope of this utility model.

Claims

1. A rail transit electric control brake calibration device, comprising a frame (1), characterized in that, A fixed seat (2) is provided on the top of the frame (1). Fixed spring seats (4) are connected to both sides of the fixed seat (2) via guide rods (3). An electric cylinder drive mechanism (5) is provided on the fixed seat (2). A movable spring assembly (6) is connected to the electric cylinder drive mechanism (5). The movable spring assembly (6) is slidably connected between the two guide rods (3). Several simulated springs (7) are provided between the movable spring assembly (6) and the fixed spring seat (4). A pressure sensor (8) is provided on the electric cylinder drive mechanism (5).

2. The electric control braking calibration device for rail transit according to claim 1, characterized in that, The electric cylinder drive mechanism (5) includes a servo motor (51), which is mounted on a fixed base (2). A gear transmission mechanism (52) is fixedly connected to the transmission end of the servo motor (51). A ball screw (53) is fixedly connected to the gear transmission mechanism (52). The ball screw (53) is rotatably connected inside the electric cylinder body (56). A conversion nut (54) is threaded onto the ball screw (53). A telescopic rod (55) is fixedly connected to the conversion nut (54). The telescopic rod (55) is slidably connected inside the electric cylinder body (56). A pressure sensor (8) is provided on one side of the outside of the electric cylinder body (56).

3. The electric control braking calibration device for rail transit according to claim 1, characterized in that, The movable spring assembly (6) includes a sliding seat (61) on which a movable spring plate (62) is connected. The movable spring plate (62) is slidably connected to the guide rods (3) on both sides.

4. The electric control brake calibration device for rail transit according to claim 3, characterized in that, The upper sides of the movable spring plate (62) are provided with sliding bushings (63), and the two sliding bushings (63) are slidably connected to the guide rod (3).

5. The electric control braking calibration device for rail transit according to claim 1, characterized in that, The frame (1) has several mounting seats (11) on its upper part, and guide rods (3) are provided on the mounting seats (11).

6. The electric control brake calibration device for rail transit according to claim 3, characterized in that, The movable spring plate (62) is provided with a number of limiting protrusions (9), and the fixed spring seat (4) is provided with a number of limiting protrusions (9).

7. The electric control braking calibration device for rail transit according to claim 1, characterized in that, A power supply box (10) is installed on top of the frame (1).

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