阅读说明：本技术 一种适用于轨道交通车辆的电动制动系统 (Electric braking system suitable for rail transit vehicle ) 是由 赵春光 张波 曹宏发 杨伟君 刘冰 陈骞 李辉 樊贵新 王晔 蔡田 白旺旺 阴 于 2021-03-16 设计创作，主要内容包括：本申请提供一种适用于轨道交通车辆的电动制动系统,包括：多个制动单元及列车中央控制单元,所述制动单元与列车中央控制单元通过网络指令线连接；所述制动单元包括：制动控制模块、制动驱动模块及制动执行模块；其中,所述制动控制模块通过所述网络指令线获取由所述列车中央控制单元发出的制动指令,并将所述制动指令发送至所述制动驱动模块；所述制动指令包括常规制动指令、紧急制动指令及停放制动指令；所述制动驱动模块根据接收到的所述制动指令驱动所述制动执行模块执行轨道交通车辆制动；所述制动执行模块包括由直驱电机驱动的电动夹钳单元。本申请能够在现行的行业标准及要求下,利用电力传动方式实现轨道交通车辆的安全制动。(The application provides an electric brake system suitable for rail transit vehicle includes: the train central control unit is connected with the braking units through a network command line; the brake unit includes: the brake control module, the brake driving module and the brake execution module; the brake control module acquires a brake instruction sent by the train central control unit through the network instruction line and sends the brake instruction to the brake driving module; the braking instruction comprises a conventional braking instruction, an emergency braking instruction and a parking braking instruction; the brake driving module drives the brake execution module to execute the braking of the rail transit vehicle according to the received braking instruction; the brake execution module comprises an electric clamp unit driven by a direct drive motor. The safety brake device can realize the safety brake of the rail transit vehicle by using the electric transmission mode under the current industry standard and requirement.)

1. An electric brake system adapted for use with a rail transit vehicle, comprising: the train brake system comprises a plurality of brake units (9) and a train central control unit (7), wherein the brake units (9) are connected with the train central control unit (7) through a network command line;

the brake unit (9) comprises: the brake control module (2), the brake driving module (3) and the brake execution module (4);

the brake control module (2) acquires a brake instruction sent by the train central control unit (7) through the network instruction line, and sends the brake instruction to the brake driving module (3); the braking instruction comprises a conventional braking instruction, an emergency braking instruction and a parking braking instruction;

the brake driving module (3) drives the brake execution module (4) to execute the braking of the rail transit vehicle according to the received braking instruction;

the brake execution module (4) comprises an electric clamp unit driven by a direct drive motor.

2. The electric brake system for a rail transit vehicle of claim 1, further comprising: and the emergency brake button (8) is used for cutting off a safety loop in the electric brake system so as to control the brake driving module (3) to drive the brake execution module (4) to execute the braking of the rail transit vehicle.

3. Electric brake system for rail vehicles according to claim 2, characterized in that the central train control unit (7) sends a traction lock command to the traction system after the safety circuit is cut.

4. Electric brake system, suitable for rail transit vehicles according to claim 2, characterized in that said braking unit (9) further comprises: and the parking brake control button (5) is used for controlling the brake driving module (3) to drive the brake execution module (4) to execute the braking of the rail transit vehicle.

5. An electric brake system suitable for rail transit vehicles according to claim 4, characterized in that the electric clamp unit comprises a plurality of active clamp units and a plurality of passive clamp units for performing rail transit vehicle braking under the driving of the brake driving module (3).

6. The electric brake system suitable for rail transit vehicles according to claim 5, wherein the brake execution module (4) further comprises a plurality of spring energy storage devices for outputting braking force to the passive clamp unit to execute rail transit vehicle braking.

7. Electric brake system, applicable to rail transit vehicles according to claim 6, characterized in that said brake actuation module (4) further comprises: the sensors are used for acquiring brake feedback signals on the active clamp unit and the passive clamp unit; the brake feedback signal at least comprises one of clamp temperature, brake current and brake torque.

8. Electric brake system suitable for rail transit vehicles according to claim 7, characterized in that the sensors upload the brake feedback signals to the train central control unit (7) via the brake actuation module (3) and the brake control module (2).

9. Electric brake system suitable for rail transit vehicles according to claim 5, characterized in that said brake actuation module (3) comprises a plurality of actuators, each brake actuator being able to actuate at least one of said active or passive clamp units.

10. The electric brake system for a rail transit vehicle of claim 1, further comprising: and the charger (6) is connected with an energy transmission line in an electric braking system of the rail transit vehicle and is used for charging the storage battery module (1) in the braking unit (9).

Technical Field

The invention relates to the field of rail transit, in particular to an electric braking system suitable for rail transit vehicles.

Background

The existing track traffic brake system which is mature in application usually depends on fluid such as air or hydraulic oil as a medium, and the fluid plays a role in transmitting signals and braking force under the action of an electric control device. Various functions of the train braking system are realized through fluid, related pipelines, valves, energy generation devices, energy storage devices, execution devices and the like.

However, the existing rail transit brake system has the following disadvantages:

1) a large number of pipes need to be arranged on the train to contain the medium fluid, the assembly cost of the train is increased, meanwhile, the fault risk caused by leakage of the medium fluid is increased, the maintainability of the whole brake system is poor, and the service life cycle cost is limited.

2) The existing brake system is complex in structure, more valves are needed to transmit signals and energy from electrical control to an actuating mechanism in the function realization process, and potential fault points are increased.

3) The existing brake system usually needs to be provided with a wind supply system with a larger volume, the weight is large, the occupied space is large, and the maintenance problem also exists.

4) An actuating mechanism of an existing brake system usually depends on a mechanical structure to achieve brake force output and disc clearance adjustment, the mechanical structure is complex, and product maintenance cost is high.

At present, in order to solve the above technical problems, those skilled in the art have made developments of electric brake systems, but the following disadvantages still exist:

1) according to the current industry standard and requirement, the rail transit vehicle braking system has basic safety guarantee, and the existing scheme often only meets the functional requirement but does not meet the corresponding safety requirement.

2) The actuating mechanism of the existing scheme mostly adopts a planetary gear set to transmit output force, the structure is complex, and the design, manufacture and maintenance costs are high.

Disclosure of Invention

Aiming at the problems in the prior art, the electric braking system applicable to the rail transit vehicle is provided, and the safe braking of the rail transit vehicle can be realized by utilizing an electric transmission mode under the existing industrial standard and requirements.

In order to solve the technical problem, the application provides the following technical scheme:

in a first aspect, the present application provides an electric brake system for a rail transit vehicle, comprising: the train central control unit 7 is connected with the braking units 9 through a network command line;

the brake unit 9 includes: the brake control module 2, the brake driving module 3 and the brake execution module 4;

the brake control module 2 acquires a brake instruction sent by the train central control unit 7 through the network instruction line, and sends the brake instruction to the brake driving module 3; the braking instruction comprises a conventional braking instruction, an emergency braking instruction and a parking braking instruction;

the brake driving module 3 drives the brake execution module 4 to execute the braking of the rail transit vehicle according to the received braking instruction;

the brake actuation module 4 comprises an electric clamp unit driven by a direct drive motor.

Further, the electric brake system suitable for rail transit vehicles still includes: and the emergency brake button 8 is used for cutting off a safety loop in the electric brake system so as to control the brake driving module 3 to drive the brake execution module 4 to execute the braking of the rail transit vehicle.

Further, after the safety circuit is cut off, the train central control unit 7 sends a traction blocking command to the traction system.

Further, the braking unit 9 further includes: and the parking brake control button 5 is used for controlling the brake driving module 3 to drive the brake execution module 4 to execute the braking of the rail transit vehicle.

Further, the electric clamp unit comprises a plurality of active clamp units and a plurality of passive clamp units, and is used for executing rail transit vehicle braking under the driving of the brake driving module 3.

Further, the brake execution module 4 further comprises a plurality of spring energy storage devices, and is used for outputting braking force to the passive clamp unit and executing rail transit vehicle braking.

Further, the brake execution module 4 further includes: the sensors are used for acquiring brake feedback signals on the active clamp unit and the passive clamp unit; the brake feedback signal at least comprises one of clamp temperature, brake current and brake torque.

Further, the sensor uploads the brake feedback signal to the train central control unit 7 via the brake driving module 3 and the brake control module 2.

Further, the brake actuation module 3 comprises a plurality of actuators, each brake actuator being capable of actuating at least one of the active clamping units or the passive clamping units.

Further, the electric brake system suitable for rail transit vehicles still includes: and the charger 6 is connected with an energy transmission line in an electric braking system of the rail transit vehicle and is used for charging the storage battery module in the braking unit 9.

Aiming at the problems in the prior art, the electric brake system suitable for the rail transit vehicle can realize the safe braking of the rail transit vehicle by using an electric transmission mode under the existing industrial standard and requirements, remarkably simplifies the structure of the brake system of the rail transit vehicle, reduces the total weight of the brake system, improves the safety and intelligence of the brake system, promotes the development of the assembly technology of the whole vehicle, and expands the future development space of the rail transit.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a structural diagram of an electric brake system suitable for a rail transit vehicle according to an embodiment of the present application;

fig. 2 is a schematic structural view of an electric clamp unit in an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1, in order to realize the safety braking of the rail transit vehicle by using the electric transmission mode under the current industry standard and requirement, the application provides an electric braking system suitable for the rail transit vehicle, which comprises: a plurality of brake units 9 and a train central control unit 7; the brake unit 9 is connected with the train central control unit 7 through a network command line;

the brake unit 9 includes: the brake system comprises a storage battery module 1, a brake control module 2, a brake driving module 3 and a brake execution module 4;

the storage battery module 1 is respectively connected with and supplies power to the brake control module 2 and the brake driving module 3; the brake control module 2 acquires a brake instruction sent by the train central control unit 7 through a network instruction line and sends the brake instruction to the brake driving module 3; the braking instruction comprises a conventional braking instruction, an emergency braking instruction and a parking braking instruction; the brake driving module 3 drives the brake execution module 4 to execute the braking of the rail transit vehicle according to the received braking instruction; the brake actuation module 4 comprises an electric clamp unit driven by a direct drive motor.

It can be understood that, the electric brake system provided by the present application realizes braking of the rail transit vehicle by means of electric transmission, the plurality of brake units can be disposed on each carriage or each bogie according to different space deployments on the rail transit vehicle, and each brake unit can independently work to realize braking after receiving a braking command.

In general, braking commands may include, but are not limited to: a normal braking command, an emergency braking command, and a parking braking command. The conventional braking instruction refers to a braking instruction used when the rail transit vehicle needs to be braked in the normal running process; the emergency braking instruction refers to a braking instruction used when the rail transit vehicle needs to brake in an emergency; the parking brake instruction refers to a brake instruction used when the rail transit vehicle needs to brake in the process of ultra-low speed running such as warehousing scheduling.

The braking instruction can be sent by a train central control unit 7 and is transmitted to the braking control modules 2 in all the braking units of the whole train through a network instruction line on the rail transit vehicle; after receiving the braking instruction, the braking control module 2 responds according to the preset braking force and the braking force distribution principle, and sends the braking instruction to the braking driving module 3 in the braking unit 9; the brake driving module 3 drives the brake executing module 4 to execute the braking of the rail transit vehicle. The train central control unit 7 may also be another train control unit having a control function, which is not limited in this application.

For example, the braking force distribution principle may include, but is not limited to, calculating the required total braking force in combination with the rail transit vehicle information (such as speed and vehicle weight), and then preferentially applying the electric braking force; when the electric braking force is insufficient, the trailer brake is supplemented preferentially, and if the braking force is not satisfied, the power vehicle brake is supplemented. This may also be done by the train central control unit or other system. The information of the rail transit vehicles can be shared with the brake unit 9 through a network command line and used for calculating and distributing the braking force, and the specific calculation method and the distribution principle are not listed in the discussion scope of the application.

In addition, the brake control module 2 can also communicate with the train central control unit 7 through a network command line and acquire other information except brake commands, including but not limited to output force of each electric clamp unit, motor torque, rotating speed, current, temperature, lead screw position and the like; meanwhile, the brake control module 2 can also communicate with the brake driving module 3 through a network command line; the above communication may be bidirectional communication.

The brake execution module 4 can be driven by a motor inside the brake execution module to complete the output of braking force. The motor may be driven in a direct drive manner or in a reduction gear manner. When the brake is driven in a speed reducer mode, the speed reducer can drive the screw rod to rotate, and the rotary motion is converted into linear motion to output braking force. The types of reducers include, but are not limited to, planetary gear reducers and harmonic reducers, and lead screws include, but are not limited to, roller screws and ball screws. In a preferred embodiment, referring to fig. 2, the use of a direct drive motor to transmit the braking force to the power clamp can reduce the structural complexity and the cost of design, manufacture and maintenance.

In one embodiment, referring to fig. 2, the motor stator 12 of the electric brake cylinder is fixed in the brake cylinder 11, the rotor 13 is connected with the rotating mandrel 17 through a bolt, the rotating mandrel is connected with the lead screw 14 through a flat key, and when the lead screw rotates, the nut 15 translates to push the connecting rod 16 to extend or retract, so that the brake is relieved.

From the perspective of providing braking force, a conventional brake mechanism is as follows:

when a conventional braking instruction is received, the storage battery module 1 supplies power to the braking control module 2 to supply control power; the battery module 1 supplies power to the brake driving module 3, and supplies power and necessary control power.

After receiving the braking instruction, the braking control module 2 can calculate the target braking force and the target output force of the electric clamp unit according to the braking force distribution strategy by combining the electric braking capability and the vehicle state.

The brake driving module 3 outputs the power electricity provided by the storage battery module 1 to the brake execution unit 4 according to the brake command so as to generate the brake force. The brake execution unit 4 can be provided with a feedback point for directly or indirectly feeding back the brake output force and other brake feedback signals to a driver in the brake driving module 3, so as to realize accurate brake control. The feedback point can be a sensor which can collect a brake feedback signal in the brake execution unit 4; brake feedback signals include, but are not limited to, brake output force, caliper temperature, brake current, and brake torque.

From the above description, the electric brake system suitable for the rail transit vehicle provided by the application can realize the safe braking of the rail transit vehicle by using the electric transmission mode under the existing industrial standard and requirements, remarkably simplifies the structure of the brake system of the rail transit vehicle, reduces the total weight of the brake system, and improves the safety and intelligence of the brake system, promotes the development of the assembly technology of the whole vehicle, and expands the future development space of the rail transit.

In addition, the electric brake system provided by the application can avoid the process of converting electric energy into compressed air due to the adoption of electric drive, improves the energy efficiency of the system, reduces the emission of carbon dioxide, and further implements the green and environment-friendly operation idea of rail transit vehicles.

Referring to fig. 1, the present application provides an electric brake system, further comprising: and the emergency brake button 8 is used for cutting off a safety loop in the electric brake system so as to control the brake driving module 3 to drive the brake execution module 4 to execute the rail transit vehicle braking.

It will be appreciated that in some special cases, the rail transit vehicle may require emergency braking, for example, the train central control unit 7, the network transmission path or the brake driving module 3 may fail, such that a conventional braking command cannot be effectively transmitted and executed, and another braking path is required to ensure braking implementation.

To this end, the embodiment of the present application introduces a safety circuit and an emergency brake button 8. The emergency brake button 8 can trigger the safety circuit to be broken, a broken circuit signal is transmitted to the brake driving modules 3 of all the brake units in the whole row through the safety circuit, and the brake driving modules 3 can automatically inform the brake execution modules 4 to apply emergency braking, so that the rail transit vehicle can be safely braked even if the conventional braking mode fails.

In one embodiment, the safety circuit may be a hard-wired signal, and the brake actuation module 3 may be directly connected to the safety circuit, and the safety circuit is also connected to the emergency brake button 8 and the train control unit 7 via hard-wired connection. The emergency brake button 8 and the train control unit 7 can both send commands to the drive module 9 via the safety circuit.

In fact, the manner of triggering the safety circuit break can be various, including pressing the emergency brake button 8, commanding by the train central control unit 7, or other necessary manners, which the application is not limited to.

Emergency braking commands are communicated through a safety circuit that is independent of the conventional braking network and can be routed throughout the entire train. The continuity and validity of the emergency braking command can be ensured by transmitting the emergency braking command through the safety circuit. The power failure of the safety circuit is set as a trigger emergency braking instruction, so that the automation of emergency braking implementation can be ensured, and the problem that the conventional scheme provided in the background art of the application only meets functional requirements but does not meet corresponding safety requirements is solved.

From the perspective of providing braking force, the emergency braking mechanism is as follows:

the battery module 1 supplies power to the brake driving module 3, and supplies power and necessary control power.

After the safety circuit is disconnected, the train central control unit 7 receives a signal and sends an instruction to the train traction system to carry out traction blocking, namely, the traction system is closed, and traction application is stopped, so that emergency braking can be realized more quickly.

And the brake driving module 3 outputs the power electricity provided by the storage battery to the electric clamp unit according to the brake command to generate braking force.

From the above description, the electric brake system provided by the application can complete emergency braking when receiving an emergency braking command, and ensure the safe operation of the rail transit vehicle.

Referring to fig. 1, the brake unit 9 further includes: and the parking brake control button 5 is used for controlling the brake driving module 3 to drive the brake execution module 4 to execute the braking of the rail transit vehicle.

It will be appreciated that in one embodiment, the central train control unit 7 may also issue a parking brake command which is communicated to the full train via the network command line for applying parking brakes to all brake units of the full train.

In another embodiment, a parking brake control button 5 may be provided to communicate parking brake commands to the brake control unit 2 for local parking brake control only. That is, parking brake control button 5 may be directly connected to brake control module 2, and the parking brake issuing command issued thereby may be directly transmitted to brake control module 2 without passing through a network command line or a safety loop. After receiving the parking braking instruction, the braking control module 2 can control the braking driving module 3 to drive the braking execution module 4 to execute the braking of the rail transit vehicle according to the received parking braking instruction.

Wherein the parking brake command is disabled when the train operating speed is greater than a certain threshold (e.g., 5 km/h).

It should be noted that the brake execution module 4 includes a plurality of active clamp units and a plurality of passive clamp units, and the active clamp units and the passive clamp units are collectively referred to as electric clamp units, and are used for cooperating with each other to execute the braking of the rail transit vehicle under the driving of the brake driving module 3.

The mechanism of the active clamp unit for generating the braking force is as follows: the brake control unit 2 receives a parking brake instruction, sends a brake driving signal to the brake driving module 3 according to a preset parking brake output force value, and the brake driving module 3 outputs power electricity provided by the storage battery module 1 to the active clamp unit according to the brake driving signal to generate clamping force, so that a locking mechanism (such as a band-type brake) in the active clamp unit is activated to realize parking brake force maintenance; the mechanism of the passive clamp unit for generating the braking force is as follows: the output braking force is provided by a spring energy storage device in the brake execution unit 4; the brake control unit 2 receives a parking brake instruction, sends a brake driving signal to the brake driving module 3 according to a preset condition (such as a vehicle speed condition), and the brake driving module 3 activates the spring energy storage device according to the brake driving signal to realize parking brake.

From the above description, it can be seen that the electric brake system provided by the present application is capable of performing parking braking upon receipt of a parking braking command.

In an embodiment, the present application provides a brake execution module 4 suitable for use in an electric brake system of a rail transit vehicle, further including: and the sensors are used for acquiring braking feedback signals on the active clamp unit and the passive clamp unit.

It will be appreciated that the sensors upload brake feedback signals to the central train control unit 7 via the brake actuation module 3 and the brake control module 2.

The brake control module 2 or the train central control unit 7 can judge whether the brake force or other state parameters reach the expectation through the signal state.

From the above description, the electric brake system provided by the present application can acquire the brake feedback signal in the brake execution module 4.

In one embodiment, the brake actuation module 3 in the electric brake system provided herein includes a plurality of brake actuators, each brake actuator being capable of actuating at least one active clamping unit or one passive clamping unit.

In one embodiment, the present application provides an electric brake system, further comprising: and the charger 6 is connected with an energy transmission line in an electric braking system of the rail transit vehicle and is used for charging the storage battery module 1 in the braking unit 9.

If the electric quantity of the storage battery module 1 is sufficient, the rail transit vehicle can normally run. The sensing of the charge of the battery module 1 can be done by a charge sensor inside it. This further ensures the safety of the electric brake system.

It should be noted that the charger 6 may be centrally disposed at a certain position of the rail transit vehicle, or may be dispersedly disposed at each brake module 9. The charger 6 obtains electric energy via an energy transmission line, and supplies electric energy to the battery modules 1 (which may be a plurality of sets of batteries) of the brake modules 9, and each battery module 1 supplies energy for braking to each brake unit 9.

The storage battery modules 1 can be dispersedly arranged on each vehicle or each bogie, and electric quantity and other parameters can be monitored, so that necessary treatment can be timely performed when the storage battery fails, and the operation safety of the rail transit vehicle is guaranteed.

As can be seen from the above description, the electric brake system provided by the present application can provide electric power to the battery module 1 of each brake module through the charger 6.

It should be noted that the safety of the electric brake system provided by the present application is ensured by the following aspects:

(1) continuity of braking command: braking commands must be transmitted from the train central control unit 7 to the entire train via a network command line.

The embodiment of the application realizes the continuity (or consistency) of the braking instruction by arranging the network instruction line and the safety circuit which run through the whole row.

(2) Automaticity of braking: braking is automatically triggered when an accident occurs, such as disconnection or unexpected loss of power, via transmission of the network command line.

Since the safety circuit in the embodiment of the present application is designed to "signal for open circuit", an accidental open will automatically trigger an emergency brake.

In addition, after the network command line is unexpectedly disconnected or loses power, the brake control unit 2 cannot normally communicate, and the train central control unit 7 triggers the safety circuit to be disconnected after monitoring the fault, so as to trigger emergency braking.

(3) The energy source for braking is ensured to be sufficient and distributed along the whole row to ensure use

The energy storage device in the embodiment of the present application the battery module 1 may adopt a distributed arrangement, ensuring that energy supply and storage is accomplished by the energy devices within the battery module 1.

(4) Continuous braking mitigation is considered before the rail transit vehicle is operating, and mitigation is not allowed (operating) if there is insufficient capacity to re-brake.

That is, the state of the battery module 1 in the present invention can be monitored, and when the internal electric quantity is not enough to support the next emergency braking, the rail transit vehicle can maintain the current braking state through the program or logic setting, and cannot be relieved (operated).

(5) The two parts can automatically stop after the train is accidentally disassembled

In the embodiment of the application, the function is realized by automatically applying emergency braking after the safety circuit is disconnected.

An embodiment of the present application provides a description that each embodiment in this specification is described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on differences from other embodiments. In particular, for the embodiment of the method implemented by the device, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to part of the description of the method embodiment.

The foregoing description has been directed to specific embodiments of this disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.

Although embodiments of the present description provide method steps as described in embodiments or flowcharts, more or fewer steps may be included based on conventional or non-inventive means. The order of steps recited in the embodiments is merely one manner of performing the steps in a multitude of orders and does not represent the only order of execution. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, the presence of additional identical or equivalent elements in a process, method, article, or apparatus that comprises the recited elements is not excluded.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment. In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the specification. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

The above description is only an example of the embodiments of the present disclosure, and is not intended to limit the embodiments of the present disclosure. Various modifications and variations to the embodiments described herein will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the embodiments of the present specification should be included in the scope of the claims of the embodiments of the present specification.