A test device for electrically controlled braking in rail transit

Abstract

This utility model discloses a test device for electrically controlled braking in rail transit, relating to the field of rail transit electrical control braking technology. It includes: a power supply device, a motor controller, an electric cylinder-type electromechanical brake, and a vehicle controller; the motor controller and the electric cylinder-type electromechanical brake are electrically connected; the vehicle controller and the motor controller are communicatively connected; the power supply device supplies power to the motor controller, the electric cylinder-type electromechanical brake, and the vehicle controller respectively; the electric cylinder-type electromechanical brake is used for the output of electrically controlled power. This test device can simulate various severe weather conditions. Its electric cylinder-type electromechanical brake does not rely on air and can work stably and reliably in simulated complex weather environments, ensuring train operation safety; the motor controller, under simulated real command interaction scenarios, analyzes the commands and braking force requirements of the vehicle controller, controls the servo motor to output stable and accurate braking force, and achieves automatic control and precise output of target braking force.

Description

Technical Field

[0001] This utility model belongs to the field of rail transit electric control braking technology, specifically a test device for rail transit electric control braking. Background Technology

[0002] The braking system of rail transit is one of the core components ensuring the safe operation of trains. Its performance directly affects the stopping distance, braking stability, and emergency response capability of trains under various operating conditions. Currently, rail transit typically uses electronically controlled air braking systems, which have significantly improved the traction capacity of trains and played a vital role in the development of railway transportation.

[0003] Chinese patent CN109572659A discloses an electric braking system and its control method. The electric braking system includes a hydraulic supply device that receives the driver's braking intention in the form of an electrical signal from a pedal displacement sensor that senses the displacement of the brake pedal when the driver depresses the brake pedal. Then, it supplies hydraulic pressure to the wheel cylinders. It can sense the displacement of the brake pedal depressed by the driver and sense the requested braking amount. However, the current electric braking system cannot meet the requirements of the motor controller in simulating real command interaction scenarios to interpret the commands and braking force requirements issued by the vehicle controller. The accuracy of automatic control and target braking force output is low.

[0004] Therefore, there is an urgent need for an electric control braking test device for rail transit, which can simulate the stability in complex weather environments and enable the motor controller to analyze the commands and braking force requirements issued by the vehicle controller in simulated real command interaction scenarios, so as to achieve automatic control and precise output of target braking force. Utility Model Content

[0005] The purpose of this utility model is to provide a test device for electrically controlled braking in rail transit, so as to solve at least one aspect of the problems and defects mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution: A test device for electrically controlled braking in rail transit includes: Power supply unit, motor controller, electric cylinder type electromechanical brake and vehicle controller; The motor controller is electrically connected to the electric cylinder type electromechanical brake. The vehicle controller is communicatively connected to the motor controller; The power supply device supplies power to the motor controller, the electric cylinder electromechanical brake and the vehicle controller respectively. The electric cylinder type electromechanical brake is used for electrically controlled power output.

[0007] The rail transit electric control braking test device according to this scheme has at least the following technical effects: This rail transit electric braking test device can simulate various severe weather conditions. Its electric cylinder type electromechanical brake does not rely on air and is less affected by simulated environmental factors. It can work stably and reliably in the simulated complex weather environment. The test can fully verify its braking capability in actual severe environments, ensuring the safety of train operation. When the motor controller of the test device receives the common braking control command issued by the vehicle controller, the drive motor outputs the corresponding torque, so that the electric braking execution unit of the electric cylinder type electromechanical brake controls the servo motor to output stable and accurate braking force according to the target braking force. The electromagnetic brake of the electric cylinder type electromechanical brake is used to achieve braking force maintenance and automatic parking. At the same time, the braking parameters can be adjusted in real time according to the feedback information during the simulated operation, so that the braking system exhibits a high degree of intelligence and efficiency in the simulated environment, providing effective test basis for the intelligent upgrade of practical applications.

[0008] As a further embodiment of this utility model: the motor controller is provided with a control module, a power drive module and a braking force control module, and the control module drives the power drive module and the braking force control module respectively.

[0009] As a further embodiment of this invention, the power drive module and the braking force control module are interconnected.

[0010] As a further embodiment of this utility model: the electric cylinder type electromechanical brake includes a frame, a servo motor, a transmission mechanism, and a force sensor, wherein the servo motor drives the transmission mechanism and outputs braking force through the force sensor.

[0011] As a further embodiment of this utility model: the power drive module is electrically connected to the servo motor, and the force sensor is electrically connected to the braking force control module.

[0012] The motor controller contains a control module, a power drive module, and a braking force control module. The control module drives both the power drive module and the braking force control module. The power drive module and the braking force control module are interconnected. The electric cylinder electromechanical brake includes a frame, a servo motor, a transmission mechanism, and a force sensor. The servo motor drives the transmission mechanism and outputs braking force through the force sensor. The force sensor is electrically connected to the braking force control module. When the vehicle control unit sends a braking signal to the motor controller, the control module of the motor controller quickly transmits the signal to the power drive module. The power drive module drives the servo motor of the electric cylinder electromechanical brake, and the servo motor drives the transmission mechanism. The system moves to provide braking force to rail vehicles; and when higher braking precision is needed, the force sensor transmits the output torque signal of the transmission mechanism to the braking force control module. The braking force control module outputs a signal to the power drive module, which adjusts the output torque of the servo motor, enabling the servo motor to precisely control the transmission mechanism. This allows the motor controller to accurately control the response time, output torque, and wheel bearing clearance based on feedback signals such as the servo motor's speed, position, and output torque. This significantly improves the timeliness and safety of train braking in emergency situations and achieves precise control and output of braking force, meeting the braking requirements of different environments or operating conditions.

[0013] As a further embodiment of this utility model, the electric cylinder electromechanical brake further includes a reduction mechanism, which is connected to the servo motor.

[0014] Since the electromechanical brake also includes a reduction mechanism connected to the servo motor, the reduction mechanism can effectively reduce the speed of the servo motor and increase the output torque accordingly according to the reduction ratio. When the train needs to brake, the greater torque can make the transmission mechanism act faster and more powerfully, so that the electric cylinder type electromechanical brake can generate a sufficiently large braking force in a short time, shorten the braking distance, and improve the braking efficiency and safety of the train under different operating conditions.

[0015] As a further embodiment of this utility model: a fixed seat is provided on the upper part of the frame, fixed spring seats are provided on both sides of the fixed seat, and a movable spring assembly is provided on the servo motor, the movable spring assembly being connected to the fixed spring seat.

[0016] As a further embodiment of this utility model, a plurality of simulated springs are provided between the movable spring assembly and the fixed spring seat.

[0017] Because a fixed base is installed on the upper part of the frame, and fixed spring seats are installed on both sides of the fixed base, and a movable spring assembly is installed on the servo motor, the movable spring assembly is connected to the fixed spring seat; several simulated springs are installed between the movable spring assembly and the fixed spring seat; during braking, the inertia of the train will cause the electric cylinder electromechanical brake to bear a large impact force; the simulated springs can play a buffering role between the movable spring assembly and the fixed spring seat, absorbing and dispersing the impact force generated during braking; this makes the application of braking force more stable, avoids the phenomenon of excessive braking caused by excessive impact force, reduces the bumps and swaying of the train during braking, and improves passenger ride comfort; at the same time, it can make the connection between the servo motor and the frame have a certain degree of flexibility, reducing the resonance and instability that may be caused by rigid connection. By maintaining the stable operation of the servo motor, it ensures that the transmission mechanism can accurately and reliably transmit braking force, thereby improving the stability and reliability of the entire braking system. Attached Figure Description

[0018] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0019] Figure 1 This is a control principle diagram of an electric braking test device for rail transit. Figure 2 This is a schematic diagram of the structure of an electric cylinder type electromechanical brake for an electric control braking test device for rail transit.

[0020] Figure label: 1. Power supply device; 2. Motor controller; 201. Control module; 202. Power drive module; 203. Braking force control module; 3. Electric cylinder type electromechanical brake; 301. Frame; 302. Servo motor; 303. Transmission mechanism; 304. Force sensor; 305. Reduction mechanism; 306. Fixed base; 307. Fixed spring seat; 308. Movable spring assembly; 309. Simulated spring; 4. Vehicle controller. Detailed Implementation

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] like Figure 1 and Figure 2 The present invention, as shown in this embodiment, provides an electric control braking test device for rail transit, comprising: a power supply device 1, a motor controller 2, an electric cylinder type electromechanical brake 3, and a vehicle controller 4; the motor controller 2 is electrically connected to the electric cylinder type electromechanical brake 3; the vehicle controller 4 is communicatively connected to the motor controller 2; the power supply device 1 supplies power to the motor controller 2, the electric cylinder type electromechanical brake 3, and the vehicle controller 4 respectively; the electric cylinder type electromechanical brake 3 is used for the output of electric control power.

[0028] Specifically, this rail transit electric control braking test device can simulate various severe weather conditions. Its electric cylinder type electromechanical brake 3 does not rely on air medium and is less affected by simulated environmental factors. It can work stably and reliably in the simulated complex weather environment. Through testing, its braking capability in actual severe environments can be fully verified, ensuring the safety of train operation. When the motor controller 2 of the test device receives the common braking control command issued by the vehicle controller 4, the drive motor outputs the corresponding torque, so that the electric braking execution unit of the electric cylinder type electromechanical brake 3 controls the servo motor to output stable and accurate braking force according to the target braking force, and uses the electromagnetic brake of the electric cylinder type electromechanical brake 3 to achieve braking force maintenance and automatic parking. At the same time, the braking parameters can be adjusted in real time according to the feedback information during simulated operation, so that the braking system exhibits a high degree of intelligence and efficiency in the simulated environment, providing effective test basis for intelligent upgrading of actual applications.

[0029] Furthermore, the motor controller 2 is equipped with a control module 201, a power drive module 202, and a braking force control module 203. The control module 201 drives the power drive module 202 and the braking force control module 203 respectively. The power drive module 202 and the braking force control module 203 are interconnected. The electric cylinder type electromechanical brake 3 includes a frame 301, a servo motor 302, a transmission mechanism 303, and a force sensor 304. The servo motor 302 drives the transmission mechanism 303 and outputs braking force through the force sensor 304. The power drive module 202 is electrically connected to the servo motor 302, and the force sensor 304 is electrically connected to the braking force control module 203.

[0030] Specifically, the motor controller 2 is equipped with a control module 201, a power drive module 202, and a braking force control module 203. The control module 201 drives the power drive module 202 and the braking force control module 203 respectively. The power drive module 202 and the braking force control module 203 are interconnected. The electric cylinder electromechanical brake 3 includes a frame 301, a servo motor 302, a transmission mechanism 303, and a force sensor 304. The servo motor 302 drives the transmission mechanism 303 and outputs braking force through the force sensor 304. The force sensor 304 is electrically connected to the braking force control module 203. When the vehicle control unit sends a braking signal to the motor controller 2, the control module 201 of the motor controller 2 quickly transmits the signal to the power drive module 202, and the power drive module 202 drives the servo motor of the electric cylinder electromechanical brake 3. When the servo motor 302 operates, it drives the transmission mechanism 303 to move, thereby providing braking force to the rail transit vehicle. Furthermore, when increased braking precision is required, the force sensor 304 transmits the output torque signal of the transmission mechanism 303 to the braking force control module 203. The braking force control module 203 outputs a signal to the power drive module 202, which adjusts the output torque of the servo motor 302, enabling the servo motor 302 to precisely control the transmission mechanism 303. This allows the motor controller 2 to accurately control the response time, output torque, and wheel bearing clearance of the servo motor 302 based on feedback from its speed, position, and output torque signals. This significantly improves the timeliness and safety of the train's braking in emergency situations and achieves precise control and output of braking force, meeting the braking requirements of different environments or operating conditions.

[0031] Furthermore, the electric cylinder type electromechanical brake 3 also includes a reduction mechanism 305, which is connected to the servo motor 302.

[0032] Specifically, since the electric cylinder type electromechanical brake 3 also includes a reduction mechanism 305, which is connected to the servo motor 302, the reduction mechanism 305 can effectively reduce the speed of the servo motor 302 and increase the output torque accordingly according to the reduction ratio. When the train needs to brake, the greater torque can make the transmission mechanism 303 act faster and more powerfully, so that the electric cylinder type electromechanical brake 3 can generate a sufficiently large braking force in a short time, shorten the braking distance, and improve the braking efficiency and safety of the train under different operating conditions.

[0033] Furthermore, a fixed seat 306 is provided on the upper part of the frame 301, and fixed spring seats 307 are provided on both sides of the fixed seat 306. A movable spring assembly 308 is provided on the servo motor 302, and the movable spring assembly 308 is connected to the fixed spring seat 307. Several simulated springs 309 are provided between the movable spring assembly 308 and the fixed spring seat 307.

[0034] Specifically, a fixed base 306 is provided on the upper part of the frame 301, and fixed spring seats 307 are provided on both sides of the fixed base 306. A movable spring assembly 308 is provided on the servo motor 302, and the movable spring assembly 308 is connected to the fixed spring seat 307. Several simulated springs 309 are provided between the movable spring assembly 308 and the fixed spring seat 307. During braking, the inertia of the train will cause the electric cylinder type electromechanical brake 3 to bear a large impact force. The simulated springs 309 can play a buffering role between the movable spring assembly 308 and the fixed spring seat 307. It absorbs and disperses the impact force generated during braking, making the application of braking force more stable and avoiding excessive braking caused by excessive impact force. This reduces the bumps and swaying of the train during braking and improves passenger comfort. At the same time, it allows for a certain degree of flexibility in the connection between the servo motor 302 and the frame 301, reducing resonance and instability that may be caused by rigid connections. By maintaining the stable operation of the servo motor 302, it ensures that the transmission mechanism 303 can accurately and reliably transmit braking force, thereby improving the stability and reliability of the entire braking system.

[0035] 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 test device, characterized in that, include: Power supply device (1), motor controller (2), electric cylinder type electromechanical brake (3) and vehicle controller (4); The motor controller (2) is electrically connected to the electric cylinder type electromechanical brake (3); The vehicle controller (4) is communicatively connected to the motor controller (2); The power supply device (1) supplies power to the motor controller (2), the electric cylinder electromechanical brake (3), and the vehicle controller (4), respectively; The electric cylinder type electromechanical brake (3) is used for the output of electric control power.

2. The electric control brake test device for rail transit according to claim 1, characterized in that, The motor controller (2) is equipped with a control module (201), a power drive module (202) and a braking force control module (203), and the control module (201) drives the power drive module (202) and the braking force control module (203) respectively.

3. The electric control brake test device for rail transit according to claim 2, characterized in that, The power drive module (202) is interconnected with the braking force control module (203).

4. The electric control brake test device for rail transit according to claim 3, characterized in that, The electric cylinder type electromechanical brake (3) includes a frame (301), a servo motor (302), a transmission mechanism (303), and a force sensor (304). The servo motor (302) drives the transmission mechanism (303) and outputs braking force through the force sensor (304).

5. The electric control brake test device for rail transit according to claim 4, characterized in that, The power drive module (202) is electrically connected to the servo motor (302), and the force sensor (304) is electrically connected to the braking force control module (203).

6. The electric control brake test device for rail transit according to claim 5, characterized in that, The electric cylinder type electromechanical brake (3) also includes a reduction mechanism (305), which is connected to the servo motor (302).

7. The electric control brake test device for rail transit according to claim 6, characterized in that, The frame (301) is provided with a fixed seat (306) on the upper part, and fixed spring seats (307) are provided on both sides of the fixed seat (306). The servo motor (302) is provided with a movable spring assembly (308), and the movable spring assembly (308) is connected to the fixed spring seat (307).

8. The electric control brake test device for rail transit according to claim 7, characterized in that, A plurality of simulated springs (309) are provided between the movable spring assembly (308) and the fixed spring seat (307).

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