Turnover type wind resistance braking system and control method thereof

Abstract

The invention discloses a turnover type wind resistance braking system and a control method thereof.The turnover type wind resistance braking system comprises a driving mechanism, a wind resistance plate, an electrical control module and a pneumatic control module, the driving mechanism and the wind resistance plate are in transmission connection, and the electrical control module comprises an emergency braking loop, a wind resistance braking applying loop and a 5km / h speed loop; a first electric control part and a second electric control part are connected to the wind resistance braking applying loop in series, the first electric control part is electrically connected with the emergency braking loop, the second electric control part is electrically connected with the 5km / h speed loop, the pneumatic control module comprises a braking electromagnetic valve electrically connected with the wind resistance braking applying loop, and when the emergency braking loop is powered off, the first electric control part is closed, the 5km / h speed loop is powered on, and the braking electromagnetic valve is started. And the second electric control piece is closed, the wind resistance brake applying loop is powered on, the brake electromagnetic valve supplies power, and the driving mechanism can open the wind resistance plate. The folding type wind resistance braking system is structurally optimized and improved in multiple directions, and meanwhile a set of multifunctional control method matched with a height train is provided in control.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle brake control, and in particular to a folding windage brake system and a control method thereof. Background Art

[0002] As the operating speed of high-speed trains continues to increase, the utilization rate of wheel-rail adhesion for braking has gradually reached a bottleneck, and the emergency braking distance has increased accordingly. As a non-adhesion braking technology, windage braking has gradually become a research hotspot in this field due to its excellent braking effect in high-speed sections.

[0003] At present, there is much room for improvement in the installation of folding windage braking technology, and there is a lack of a complete control solution suitable for high-altitude trains in terms of control.

[0004] Therefore, it is necessary to propose a folding windage brake system and a control method thereof to solve at least one of the above problems. Summary of the invention

[0005] In view of the defects existing in the prior art, an embodiment of the present invention provides a folding windage brake system and a control method thereof, which optimizes and improves the structure of the folding windage brake system in multiple directions, and provides a multifunctional control method suitable for high-altitude trains.

[0006] The specific technical solution of the implementation mode of the present invention is:

[0007] A foldable wind resistance brake system, the foldable wind resistance brake system comprising: a foldable wind resistance brake device and a control system, the foldable brake control device comprising: a frame, a driving mechanism, a transmission mechanism and a wind resistance plate installed on the frame and sequentially connected in transmission, the control system comprising: an electrical control module and a pneumatic control module, the electrical control module comprising: an emergency brake loop, a wind resistance brake application loop, and a 5km / h speed loop, the wind resistance brake application loop is connected in series with a first electrical control component and a second electrical control component, the first electrical control component is electrically connected to the emergency brake loop, the first electrical control component is electrically connected to the emergency brake loop, and the second electrical control component is electrically connected to the emergency brake loop. Two electrical controls are electrically connected to the 5km / h speed loop, and the pneumatic control module includes: a brake solenoid valve electrically connected to the wind resistance brake application loop. When the emergency brake loop loses power, the first electrical control is closed, and when the train speed reaches above 5km / h, the 5km / h speed loop is energized. When the second electrical control is closed, the wind resistance brake application loop is energized to supply power to the brake solenoid valve. The compressed gas supplied by the main air duct flows through the pneumatic control module and then enters one side of the drive mechanism, and the drive mechanism opens the wind resistance plate through the transmission mechanism.

[0008] In a preferred embodiment, the pneumatic control module further includes: a first port for connecting to the main air duct, a second port and a third port for connecting to the driving mechanism, the second port is connected to one side of the driving mechanism through a first air path, and the third port is connected to the other side of the driving mechanism through a second air path; when the pneumatic control module controls the driving mechanism to open the air resistance plate, the air supplied by the main air duct can pass through the first port, the braking solenoid valve, the third port, and the second air path into one side of the driving mechanism, and the gas flowing out from the other side of the driving mechanism passes through the first air path, the second port, and is discharged after passing through the braking solenoid valve.

[0009] In a preferred embodiment, the driving mechanism is a pneumatic driving mechanism, the pneumatic driving mechanism includes a cylinder and a piston arranged in the cylinder, the piston is connected with a push rod, the side where the push rod is arranged is the small end, and the side away from the push rod is the large end. The large end and the cylinder cooperate to form a first chamber, and the small end and the cylinder cooperate to form a second chamber. The first air path is connected to the first chamber, and the second air path is connected to the second chamber.

[0010] In a preferred embodiment, the folding air resistance braking system further includes: a locking mechanism for cooperating with the control system to realize the locking function of the air resistance plate. The locking mechanism includes: a magnetic suction type electromagnetic lock and an iron block. The iron block is fixed on the air resistance plate, and the magnetic suction type electromagnetic lock is fixed on the frame. When the magnetic suction type electromagnetic lock is powered on, the magnetic suction type electromagnetic lock attracts the iron block on the air resistance plate, and the air resistance plate is in a locked state; when the magnetic suction type electromagnetic lock is powered off, the air resistance plate is in an unlocked state.

[0011] In a preferred embodiment, the magnetic suction type electromagnetic lock is electrically connected to the emergency braking loop, and the magnetic suction type electromagnetic lock is powered on through the emergency braking loop. When the emergency braking loop is powered off, the first electric control component is closed, the magnetic suction type electromagnetic lock is powered off, and the air resistance plate can be switched from the locked state to the unlocked state; when the emergency braking loop is powered on, the first electric control component is disconnected, the magnetic suction type electromagnetic lock is powered on, and the air resistance plate can be switched from the unlocked state to the locked state; when the train speed is less than 5 km / h, the 5 km / h speed loop is powered off, the second electric control component is disconnected, the air resistance braking application loop is powered off, the braking solenoid valve is powered off, and the pneumatic control module controls the driving mechanism to close the air resistance plate.

[0012] In a preferred embodiment, the electric control module further includes: an air resistance braking application feedback loop. The magnetic suction type electromagnetic lock is provided with a magnetic suction type electromagnetic lock feedback contact, which is a normally open contact. The magnetic suction type electromagnetic lock feedback contact is connected to the air resistance braking application feedback loop. When the air resistance plate is opened, the magnetic suction type electromagnetic lock feedback contact switches from the open state to the closed state, and the air resistance braking application feedback loop is powered on.

[0013] In a preferred embodiment, an indicating device is provided in the air resistance braking application feedback loop. After the air resistance braking application feedback loop is powered on, the indicating device emits an indication signal.

[0014] In a preferred embodiment, the electric control module further includes: a forced release loop. The pneumatic control module further includes: a forced release solenoid valve. The forced release loop is used to supply power to the forced release solenoid valve. After the forced release loop is powered on, the forced release solenoid valve is powered on, and the pneumatic control module controls the drive mechanism to close the air resistance plate.

[0015] In a preferred embodiment, after the forced release loop is powered on, the second chamber is communicated with the brake solenoid valve through the second air path; the first chamber is communicated with the forced release solenoid valve through the first air path, and the compressed gas in the first chamber is discharged through the first air path and the forced release solenoid valve. The compressed gas in the second chamber is discharged through the second air path and the brake solenoid valve.

[0016] In a preferred embodiment, a pressure regulating valve is provided on the air path between the brake solenoid valve and the first port. The pressure regulating valve is used to regulate the compressed gas flowing in from the main air pipe to within a predetermined pressure range and then supply it to the brake solenoid valve. A check valve is provided between the brake solenoid valve and the third port, and a throttle valve is connected in parallel at both ends of the check valve; the forced release solenoid valve is provided on the air path between the brake solenoid valve and the second port; when it is necessary to open the air resistance plate, the compressed gas flowing in from the main air pipe sequentially flows through the first port, the pressure regulating valve, a branch of the brake solenoid valve, the throttle valve, the third port, the second air path to the second chamber, and pushes the compressed gas in the first chamber to flow through the first air path, the second port, the forced release solenoid valve and the brake solenoid valve and then be discharged; when it is necessary to close the air resistance plate, the compressed gas flowing in from the main air pipe sequentially flows through the first port, the pressure regulating valve, another branch of the brake solenoid valve, the forced release solenoid valve, the second port, the first air path to the first chamber, and pushes the compressed gas in the second chamber to flow through the second air path, the third port, the check valve, the brake solenoid valve and then be discharged.

[0017] In a preferred embodiment, a control valve for controlling the on-off relationship between the main air duct and the pneumatic control module is further provided upstream of the pressure regulating valve, and the control valve can output a signal indicating the on-off relationship between the current main air duct and the pneumatic control module.

[0018] In a preferred embodiment, a bypass switch is further connected in parallel at both ends of the second electrical control component. When the bypass switch is in the closed state, the 5 km / h speed loop signal is isolated, and only the energization and de-energization of the emergency braking loop are controlled, and the opening and closing of the air resistance plate can be controlled.

[0019] In a preferred embodiment, the pneumatic driving mechanism includes at least one group of parallel main cylinders and auxiliary cylinders. The volume of the main cylinder is larger than that of the auxiliary cylinder. The auxiliary cylinder is used to control the air resistance plate to open an initial angle, assisting the main cylinder to overcome the stage with relatively large initial resistance, so as to improve the response speed of the opening of the air resistance plate.

[0020] In a preferred embodiment, the air resistance plate includes two pieces, namely a first air resistance plate and a second air resistance plate. The first air resistance plate is driven by a first main cylinder and a first auxiliary cylinder, and the second air resistance plate is driven by a second main cylinder and a second auxiliary cylinder.

[0021] In a preferred embodiment, the transmission mechanism includes two groups. Each group of the transmission mechanism includes a rack, a first small gear, a second small gear, a transmission shaft, and a hinge. One end of the rack is fixed on the push rod of the cylinder, and the toothed part at the other end meshes with the first small gear; the second small gear and the hinge are fixed on the transmission shaft. The frame includes a bottom plate, and bearing seats are arranged at predetermined positions on the bottom plate. Both ends of the transmission shaft are fixed on the bottom plate through the bearing seats, and the two air resistance plates are fixed on the hinge.

[0022] In a preferred embodiment, the transmission mechanism includes: a first transmission mechanism corresponding to the first air resistance plate, and a second transmission mechanism corresponding to the second air resistance plate. The first transmission mechanism further includes a first large gear, and the second transmission mechanism further includes a second large gear. The first transmission mechanism has a first transmission shaft, and the second transmission mechanism has a second transmission shaft. The first transmission shaft and the second transmission shaft are arranged in parallel along the left-right direction and are spaced apart by a predetermined distance along the second direction. The first transmission shaft has a first extension section extending outside the bearing seat, and the second transmission shaft has a second extension section extending outside the bearing seat. The first large gear is arranged on the first extension section, the second large gear is arranged on the second extension section, and the first large gear and the second large gear are meshed with each other.

[0023] In a preferred embodiment, the overall structure of the wind resistance plate is adapted to the arc-shaped structure of the train roof.

[0024] In a preferred embodiment, a support seat is provided on the frame, and a cover plate is fixed on the support seat. The cover plate includes a first cover plate and a second cover plate. The first cover plate is disposed opposite to the first wind resistance plate, and the second cover plate is disposed opposite to the second wind resistance plate. The first cover plate has a first side wall facing the first wind resistance plate, and the first side wall is an arc-shaped side wall. The second cover plate has a second side wall facing the second wind resistance plate, and the second side wall is an arc-shaped side wall. The first side wall and the second side wall are arranged in a staggered manner along the traveling direction, and the distance between the first side wall and the second side wall decreases from the middle to the outside along the left-right direction.

[0025] In a preferred embodiment, the frame further includes a bottom plate and side plates arranged on both sides of the bottom plate along the traveling direction. A shock absorption mechanism is provided on the side plates for supporting the wind resistance plate.

[0026] In a preferred embodiment, the frame further includes a bottom plate, and a damping rod is provided between the bottom plate and the wind resistance plate. The damping rod is a telescopic mechanism. One end of the damping rod is fixed on the bottom plate, and the other end is fixed on the wind resistance plate for providing a damping force when the wind resistance plate is opened and closed.

[0027] A folding wind resistance braking control method based on the folding wind resistance braking system described in any one of the above, the folding wind resistance braking control method includes: an emergency braking application method, and the emergency braking application method includes:

[0028] Control the emergency braking loop to lose power, the first electric control device closes, the magnetic suction type electromagnetic lock loses power, and unlocks the wind resistance plate;

[0029] Judge the current train speed. When the train speed reaches more than 5 km / h, control the 5 km / h speed loop to be powered on, the second electric control device closes, the wind resistance braking application loop is powered on, the braking solenoid valve is powered on, and the driving mechanism opens the wind resistance plate; at this time, the feedback contact of the magnetic suction type electromagnetic lock closes, the wind resistance braking application feedback loop is powered on, and the indicating device issues an indication signal;

[0030] When the train speed drops to less than 5 km / h, control the 5 km / h speed loop to lose power, the second electric control device disconnects, the wind resistance braking application loop loses power, the braking solenoid valve loses power, and the driving mechanism closes the wind resistance plate; at this time, the feedback contact of the magnetic suction type electromagnetic lock disconnects, the wind resistance braking application feedback loop loses power, and the indicating device stops sending the indication signal.

[0031] In a preferred embodiment, the folding air resistance braking control method includes: an emergency braking release method, and the emergency braking release method includes:

[0032] Control the emergency braking loop to lose power, the first electrical control component disconnects, and the magnetic suction electromagnetic lock is powered on;

[0033] Judge the current train speed. When the train speed decreases to less than 5 km / h, the 5 km / h speed loop loses power, the second electrical control component disconnects, the air resistance braking application loop loses power, the braking solenoid valve loses power, and the driving mechanism closes the air resistance plate; At this time, the feedback contact of the magnetic suction electromagnetic lock disconnects, the air resistance braking application feedback loop loses power, and the indicating device stops sending the indication signal.

[0034] In a preferred embodiment, the folding air resistance braking control method includes: a forced release method, and the forced release method includes:

[0035] When the train applies emergency braking and stops or when the train is running without applying emergency braking, the air resistance plate is in the open state, the feedback contact of the magnetic suction electromagnetic lock is closed, the air resistance braking application feedback loop is powered on, and the indicating device emits an indication signal, indicating that the braking solenoid valve is faulty at present;

[0036] Control the forced release loop to be powered on so that the forced release solenoid valve is powered on. Under the action of the driving mechanism and gravity, the air resistance plate switches from the open state to the closed state.

[0037] In a preferred embodiment, the folding air resistance braking control method includes: an air resistance braking device self-checking method, and the air resistance braking device self-checking method includes:

[0038] When the train is in the parked state, isolate the 5 km / h speed loop by closing the bypass switch, execute the emergency braking application method and the emergency braking release method, make the emergency braking loop be powered on and lose power, and control the air resistance plate to open or close;

[0039] Judge whether there is a fault in the folding air resistance braking device through the working state of the indicating device.

[0040] The technical solution of the present invention has the following remarkable beneficial effects:

[0041] In the embodiments of the present application, the folding air resistance braking system is optimized and improved in multiple directions structurally, and a set of multifunctional control methods adapted to high-speed trains are provided in terms of control. Specifically, the specific beneficial effects are as follows: The shape formed by the combination of the air resistance plate and the cover plate is improved, and the structures of the air resistance plate and the cover plate are improved respectively, so that the shape formed by the combination of the air resistance plate and the cover plate can not only adapt to the train shape, reduce air resistance when the air resistance plate is closed, but also avoid interference when the air resistance plate is opened;

[0042] The transmission mechanism is improved, so that when the air resistance plate is opened, it is driven by the thrust of the cylinder, and when the air resistance plate is closed, it is driven by the pulling force of the cylinder. In this way, the characteristic that the thrust of the cylinder is much greater than the pulling force can be utilized to realize the smooth and efficient opening of the air resistance plate and the slow closing of the air resistance plate.

[0043] In terms of the speed control of the opening and closing of the air resistance plate, the combined control system also controls the flow rate of the compressed gas, so that the flow rate of the compressed gas flowing into the cylinder when opening is greater than the flow rate of the compressed gas flowing into the cylinder when closing, so as to be able to cooperate with the above characteristics of the cylinder to jointly realize the function of quickly opening and slowly closing the air resistance plate. Among them, for the air resistance plate, the faster it opens, the more it can achieve braking in the first time, shortening the braking time and distance. When the air resistance plate closes slowly, the noise generated at the moment of closing the air resistance plate can be controlled.

[0044] In terms of shock absorption and noise reduction, in addition to controlling the flow rate of the compressed gas, it can also be cooperated by setting damping rods and shock absorption mechanisms and other forms, so as to minimize the noise. Among them, the damping rod can weaken the sound of the hinge colliding with the mechanical limit when the air resistance plate is opened and the sound generated when the iron block on the air resistance plate collides with the magnetic adsorption type electromagnetic lock surface when the air resistance plate is closed. The shock absorption mechanism, such as the shock absorption block installed along the side plate, can provide a buffering effect in the final stage of closing the air resistance plate.

[0045] In the embodiments of the present application, the locking mechanism adopts a magnetic adsorption type electromagnetic lock. After the electromagnetic lock loses power, the air resistance plate can be directly opened, which is different from the electromagnetic plug lock and will not cause the situation that the air resistance plate cannot be opened or closed due to mechanical jamming.

[0046] In the embodiments of the present application, the folding air resistance braking control method provided based on the folding air resistance braking system can control the application and release of the air resistance braking through the power-on and power-off of the emergency braking loop during the train operation; further, the air resistance braking self-inspection can be carried out when parking in the depot; in addition, when the braking solenoid valve fails, the air resistance braking can be forced to be released, which can meet various requirements of the multifunctional control of the train.

[0047] With reference to the following description and the accompanying drawings, specific embodiments of the present invention are disclosed in detail, indicating the ways in which the principles of the present invention can be employed. It should be understood that the embodiments of the present invention are not limited in scope thereby. Within the spirit and terms of the appended claims, embodiments of the present invention include many variations, modifications, and equivalents. Features described and / or illustrated for one embodiment can be used in the same or similar manner in one or more other embodiments, combined with features in other embodiments, or substituted for features in other embodiments. Description of the Drawings

[0048] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the disclosure of the present invention in any way. Additionally, the shapes and proportional dimensions of the components in the drawings are only schematic and are used to assist in understanding the present invention, rather than specifically defining the shapes and proportional dimensions of the components of the present invention. Those skilled in the art can, under the teachings of the present invention, select various possible shapes and proportional dimensions according to specific circumstances to implement the present invention.

[0049] Figure 1 Schematic structural diagram of a folding air resistance braking device provided in an embodiment of the present application;

[0050] Figure 2 Front view of a folding air resistance braking device provided in an embodiment of the present application with the air resistance plate in the closed state;

[0051] Figure 3 Top view of a folding air resistance braking device provided in an embodiment of the present application with the air resistance plate in the closed state;

[0052] Figure 4 Schematic structural diagram of the transmission mechanism in a folding air resistance braking device provided in an embodiment of the present application;

[0053] Figure 5 One of the schematic diagrams of a folding air resistance braking system provided in an embodiment of the present application;

[0054] Figure 6 For Figure 5 Partial enlarged schematic diagram of the pneumatic control module in

[0055] Figure 7 Another schematic diagram of a folding air resistance braking system provided in an embodiment of the present application;

[0056] Figure 8 For Figure 7 Partial enlarged schematic diagram of the pneumatic control module in

[0057] Figure 9It is the third schematic diagram of a folding air resistance braking system provided in the embodiment of the present application;

[0058] Figure 10 It is Figure 9 a partial enlarged schematic diagram of the pneumatic control module in

[0059] Reference numerals of the present application:

[0060] 1. Bottom plate;

[0061] 2. Auxiliary cylinder;

[0062] 3. Shock absorber block;

[0063] 4. Side plate;

[0064] 5. Bearing seat;

[0065] 6. Mechanical limit;

[0066] 7. Main cylinder;

[0067] 8. Rack;

[0068] 9. Hinge;

[0069] 10. First pinion gear;

[0070] 11. Second pinion gear;

[0071] 12. Transmission shaft;

[0072] 13. Damping rod;

[0073] 14. Support seat;

[0074] 15. Magnetic suction electromagnetic lock;

[0075] 16. First large gear;

[0076] 17. Iron block;

[0077] 18. Second large gear;

[0078] 19. Support column;

[0079] 20. Cover plate;

[0080] 201. Arc-shaped side wall;

[0081] 21. Air resistance plate;

[0082] 700. Pneumatic control module;

[0083] 701. Electric plug valve;

[0084] 702. Pressure reducing valve;

[0085] 703. Braking solenoid valve;

[0086] 704. Forced relief solenoid valve;

[0087] 705. Check valve;

[0088] 706. Constriction plug;

[0089] 711. First port;

[0090] 712. Second port;

[0091] 713. Third port;

[0092] 100. Emergency braking loop;

[0093] 200. 5 km / h speed loop;

[0094] 300. Aerodynamic braking application loop;

[0095] 301. First electrical control component;

[0096] 302. Second electrical control component;

[0097] 303. Bypass switch;

[0098] 400. Aerodynamic braking application feedback loop;

[0099] 401. Magnetic adsorption electromagnetic lock feedback contact;

[0100] 402. Indicator light;

[0101] 500. Forced relief loop;

[0102] 600. Main air duct;

[0103] 801. First air path;

[0104] 802. Second air path. Detailed implementation manner

[0105] The technical solution of the present invention will be described in detail below in conjunction with the drawings and specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and not to limit the scope of the present invention. After reading the present invention, various equivalent modifications made by those skilled in the art to the present invention all fall within the scope defined by the appended claims of this application.

[0106] It should be noted that when an element is referred to as being "disposed on" another element, it can be directly on the other element or there can also be an intermediate element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation.

[0107] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used in the description of this application herein are only for the purpose of describing specific implementations and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0108] A wind resistance braking device for a high-speed multiple unit train and a train carbody are disclosed in the prior art, including a base, a wind resistance plate, a straight rack, and a telescopic driving member; the wind resistance plate is rotatably connected to the base along the width direction of the carbody, and has a closed state where it flips to be flush with the outer top wall of the carbody, and also has an open state where it flips outside the carbody; the wind resistance plate is provided with a tooth-shaped structure distributed in an arc or a circle centered on the rotation axis of the wind resistance plate; the straight rack is slidably connected to the base along the length direction of the carbody and is meshed with the tooth-shaped structure, and a limiting portion is provided on the straight rack, and the limiting portion is used to limit the sliding limit position of the straight rack, and thus limit the flipping angle of the wind resistance plate; the telescopic driving member is fixedly connected to the base, and the output end is connected to the straight rack.

[0109] A wind resistance braking device is also disclosed in the prior art. The assembly includes: a base and a braking plate, and the braking plate is provided with a first extension portion; a driving device that can control the opening or closing of the braking plate, a first guide rail and a first slider thereon, and the first slider has a first protruding end; one end of a first pull rod is rotatably connected to the first slider, and the other end is rotatably connected to the first extension portion; a first electric control lock is provided near the first end of the first guide rail; a second electric control lock is provided near the second end; the first assembly further includes a control unit connected to the driving device, the first electric control lock and the second electric control lock; the control unit can control the operation of the driving device to drive the first extension portion to open or close the braking plate; the control unit can control the electric control lock to limit or not limit the first protruding end.

[0110] The existing wind resistance braking devices have the following problems:

[0111] 1. As the train speed level increases, the appearance of the train roof is generally designed with a structure whose cross-section is arc-shaped, so as to reduce the air resistance during the train's running. Currently, the outer shape of the wind resistance plates of the vast majority of linkage folding wind resistance braking devices adopts a flat plate structure, which will generate a large amount of air resistance during the train's running and increase the train's energy consumption.

[0112] 2. The currently existing wind resistance braking devices use a single gear plus a single rack as the transmission mechanism, which is contrary to the cylinder drive mode (the wind resistance plate is opened by the pulling force of the cylinder, and the pulling force of the cylinder is much smaller than its thrust force). The piston area of the double-acting cylinder is large in the thrust direction and small in the pulling direction. When the wind resistance plate is opened, it will overcome the effects of friction, gravity, etc. When the pressure of the compressed air for driving is small, that is, if these forces are greater than the pulling force of the cylinder generated by the compressed air drive, the wind resistance plate cannot be opened.

[0113] 3. The currently existing wind resistance braking devices use an electromagnetic plug lock as the locking mechanism to realize the function of closing the wind resistance plate. Specifically, when the electromagnetic plug lock works, the plug of the electromagnetic plug lock is inserted into the lock hole by the spring force to reach the locked state; the plug is attracted by the electromagnetic suction force to overcome the spring force to reach the unlocked state. Since the electromagnetic plug lock needs to rely on the plug to be inserted into the jack to switch to the locked state, if there is a foreign object blocking, the plug will be stuck. Once the mechanical structure of the plug is stuck, the generated frictional force will be greater than the electromagnetic suction force, resulting in the wind resistance plate not being able to be opened.

[0114] 4. Most of the currently existing wind resistance plates are made of metal structures, and the frames that cooperate with the wind resistance plates are also metal structures. When the wind resistance plate closes towards the side close to the frame, the sound will be very loud when the metal wind resistance plate collides with the metal. This device is installed on the train roof, and the sound is directly transmitted to the interior of the carriage through solids, which will affect the comfort of passengers. When the wind resistance plate closes, it will generate huge noise, which also does not meet the noise regulations of the EMU.

[0115] 5. The currently existing wind resistance braking devices do not have a set of dedicated multifunctional control methods adapted to the train.

[0116] The present invention provides a folding wind resistance braking system and its control method, which optimizes and improves the folding wind resistance braking system in multiple directions in terms of structure, and at the same time provides a set of multifunctional control methods adapted to high-speed trains in terms of control.

[0117] Please refer to comprehensively Figures 1 to 10In the embodiment of the present application specification, a folding wind resistance brake system is provided, and the folding wind resistance brake system may include: the folding wind resistance brake system includes: a folding wind resistance brake device and a control system, the folding brake control device includes: a frame, a driving mechanism, a transmission mechanism and a wind resistance plate 21 installed on the frame and connected in sequence, the control system includes: an electrical control module and a pneumatic control module 700, the electrical control module includes: an emergency brake loop 100, a wind resistance brake application loop 300, and a 5km / h speed loop 200, the wind resistance brake application loop 300 is connected in series with a first electric control component 301 and a second electric control component 302, the first electric control component 301 and the emergency brake loop 1 00 is electrically connected, the second electric control unit 302 is electrically connected to the 5km / h speed loop 200, the pneumatic control module 700 includes: a brake solenoid valve 703 electrically connected to the wind resistance brake application loop 300, when the emergency brake loop 100 loses power, the first electric control unit 301 is closed, and when the train speed reaches above 5km / h, the 5km / h speed loop 200 is energized, when the second electric control unit 302 is closed, the wind resistance brake application loop 300 is energized to supply power to the brake solenoid valve 703, the compressed gas supplied by the main air duct 600 flows through the pneumatic control module 700 and then passes into one side of the drive mechanism, and the drive mechanism opens the wind resistance plate 21 through the transmission mechanism.

[0118] In the present embodiment, the foldable wind resistance brake system cooperates with the foldable wind resistance brake device and the control system, and can reliably open the wind resistance plate 21 during the travel of the train (when the train speed reaches 5km / h or above), so as to use the opened wind resistance plate 21 for braking; in addition, under normal circumstances, when the train is stopped (the train speed is less than 5km / h, and there is generally no need to open the wind resistance plate 21 for braking), the wind resistance plate 21 is in a closed state, thereby preventing the wind resistance plate 21 from interfering with subsequent maintenance operations.

[0119] The present application will be described in detail below with reference to specific drawings and implementation methods.

[0120] Wherein, the foldable wind resistance braking system may include: a foldable wind resistance braking device and a control system.

[0121] Please refer to Figure 1 , Figure 2 , Figure 3 and Figure 4 The foldable brake control device may include: a frame, a driving mechanism, a transmission mechanism, a wind resistance plate 21, etc.

[0122] The frame is used to be installed on the top of the train. The frame may include a bottom plate 1, side plates 4, support seats 14, support columns 19, a cover plate 20, bearing seats 5, etc.

[0123] Among them, the bottom plate 1 plays a role in bearing and fixed installation. The side plates 4, support seats 14, support columns 19, cover plate 20, bearing seats 5, mechanical limit 6, etc. are all fixed on the bottom plate 1 through fasteners. There are six oval holes on the bottom plate 1 for fixing on the top of the train.

[0124] Specifically, the side plates 4 can be fixed on the bottom plate 1 through fasteners. The number of the side plates 4 can be two, and the two side plates 4 can be arranged on both sides of the bottom plate 1 along the traveling direction of the train.

[0125] In one embodiment, a shock-absorbing mechanism is arranged on the side plate 4 for supporting the wind resistance plate 21. Specifically, the shock-absorbing mechanism can be in the form of shock-absorbing blocks 3. Of course, the shock-absorbing mechanism can also be in other forms. In the embodiments of the present application, the form of shock-absorbing blocks 3 is used for illustration. The shock-absorbing blocks 3 can specifically be rubber blocks, or other materials that can achieve an ideal shock-absorbing effect.

[0126] The shock-absorbing blocks 3 are fixed on the upper edge of the side plate 4 and play a role in supporting the wind resistance plate 21. When the wind resistance plate 21 is switched from the open state to the closed state, it contacts the shock-absorbing blocks 3. Compared with contacting metal, it can effectively reduce the noise generated when the two contact. Among them, the number of the shock-absorbing blocks 3 can be multiple, and the multiple shock-absorbing blocks 3 can be distributed at intervals along the upper edge of the side plate 4, so as to achieve the effect of multi-point support and ensure that all the wind resistance plates 21 will not directly contact the metal parts when closed. Specifically, for one wind resistance plate 21, 3 shock-absorbing blocks 3 can be correspondingly arranged. Of course, the number of the shock-absorbing blocks 3 can be comprehensively determined according to the size of the wind resistance plate 21, etc. The present application does not make specific limitations here.

[0127] In one embodiment, a damping rod 13 is arranged between the bottom plate 1 and the wind resistance plate 21. The damping rod 13 is a telescopic mechanism. One end of the damping rod 13 is fixed on the bottom plate 1, and the other end is fixed on the wind resistance plate 21, and it can be used to provide a damping force when the wind resistance plate 21 is closed.

[0128] In this embodiment, the damping rod 13 is an overall telescopic rod mechanism. One end of it is fixed to the bottom plate 1, and the other end is fixed to the wind resistance plate 21. The damping rod 13 can provide a damping force when the wind resistance plate 21 is closed, playing a role in shock absorption and noise reduction. When the wind resistance plate 21 is being closed, the length of the damping rod 13 becomes smaller, thereby providing a reverse torque to the wind resistance plate 21, which can reduce the closing speed of the wind resistance plate 21 and ensure that the wind resistance plate 21 smoothly reaches the closed state at a lower rotational speed. When it contacts the side plate 4 or the shock absorber 3 on the side plate 4, the noise generated during the contact between the two can be reduced to the minimum, ensuring a better riding experience for the passengers in the vehicle.

[0129] In one embodiment, the folding wind resistance braking system further includes: a locking mechanism for cooperating with the control system to achieve the locking function of the wind resistance plate 21. The locking mechanism includes: a magnetic suction type electromagnetic lock 15 and an iron block 17. The iron block 17 is fixed to the wind resistance plate 21, and the magnetic suction type electromagnetic lock 15 is fixed to the frame. When the magnetic suction type electromagnetic lock 15 is powered on, the magnetic suction type electromagnetic lock 15 attracts the iron block 17 on the wind resistance plate 21, and the wind resistance plate 21 is in a locked state; when the magnetic suction type electromagnetic lock 15 is powered off, the wind resistance plate 21 is in an unlocked state.

[0130] In this embodiment, the folding wind resistance braking system further includes a locking mechanism. The locking mechanism includes: a magnetic suction type electromagnetic lock 15 and an iron block 17. The iron block 17 is fixed to the wind resistance plate 21, and the magnetic suction type electromagnetic lock 15 is fixed to the frame. Specifically, a support seat 14 is installed near the side plate 4 on the bottom plate 1 through fasteners, and the magnetic suction type electromagnetic lock 15 is fixed on the support seat 14 through fasteners.

[0131] When the magnetic suction type electromagnetic lock 15 is powered on, it generates an electromagnetic suction force and can attract the approaching iron block 17. When the iron block 17 contacts the energized magnetic suction type electromagnetic lock 15, under the action of the suction force of the magnetic suction type electromagnetic lock 15, the wind resistance plate 21 is in a locked state. When the magnetic suction type electromagnetic lock 15 is powered off, the suction force between the iron block 17 and the magnetic suction type electromagnetic lock 15 is released, and the wind resistance plate 21 is in an unlocked state.

[0132] In this embodiment, the wind resistance plate 21 is locked by a locking mechanism composed of a magnetic suction type electromagnetic lock 15 and an iron block 17. After the magnetic suction type electromagnetic lock 15 is powered off, the wind resistance plate 21 can be opened. Compared with the existing electromagnetic bolt lock, it avoids the situation where the wind resistance plate 21 cannot be opened or closed due to mechanical jamming.

[0133] In addition, the magnetic electromagnetic lock 15 is provided with a magnetic electromagnetic lock feedback contact 401, which is a normally open contact. When the magnetic electromagnetic lock 15 and the iron block 17 on the wind resistance plate 21 are attracted, they are disconnected, otherwise they are closed.

[0134] In this embodiment, a support column 19 is installed on the bottom plate 1 through a fastener, and the support column 19 is used to install the cover plate 20. Specifically, the support column 19 can be installed on the bottom plate 1 through a fastener, and the cover plate 20 is fixed on the support column 19 through the fastener. Among them, in order to ensure the stability and firmness of the connection of the cover plate 20, the number of the support columns 19 can include multiple, for example, there are six support columns 19 under one cover plate 20, and the six support columns 19 can be distributed in an array, so that the cover plate 20 can be stably and reliably fixed on the bottom plate 1 through the support columns 19.

[0135] The cover plate 20 can provide protection for the internal mechanism of the foldable windage brake device and the components located below the cover plate 20 .

[0136] The wind resistance plate 21 is an emergency brake execution component, which is connected to the driving mechanism through a transmission mechanism. When the train applies emergency brakes, the wind resistance plate 21 opens to provide a certain amount of air resistance for the whole vehicle and participates in the train braking.

[0137] Please refer to Figure 2 and Figure 3 In one embodiment, the overall structure of the wind resistance plate 21 is compatible with the curved surface structure of the train roof.

[0138] In this embodiment, the wind baffle plate 21 and the cover plate 20 are both arc-shaped, which is adapted to the vehicle shape; when the train is running, the wind baffle plate 21 can also reduce air resistance in the closed state.

[0139] Specifically, the foldable wind resistance brake device may include four plates, two wind resistance plates 21 (respectively the first wind resistance plate 21 and the second wind resistance plate 21) and two cover plates 20 (respectively the first cover plate 20 and the second cover plate 20). The first wind resistance plate 21 and the second wind resistance plate 21 are diagonally distributed and arranged with their backs opened. The first cover plate 20 is arranged opposite to the first wind resistance plate 21, and the second cover plate 20 is arranged opposite to the second wind resistance plate 21. The first cover plate 20 has a first side wall facing the first wind resistance plate 21, and the first side wall is an arc-shaped side wall 201. The second cover plate 20 has a second side wall facing the second wind resistance plate 21. The second side wall is an arc-shaped side wall 201. The first side wall and the second side wall are staggered along the traveling direction, and the distance between the first side wall and the second side wall decreases from the middle to the outside along the left-right direction. Such an arrangement can avoid interference between the wind resistance plate 21 and the cover plate 20 and the components installed on the bottom plate 1 when the wind resistance plate 21 is opened.

[0140] In this embodiment, the driving mechanism is used to provide power for opening and closing the wind resistance plate 21. Specifically, the driving mechanism can be a pneumatic driving mechanism. The pneumatic driving mechanism can include a cylinder and a piston arranged in the cylinder, the piston is connected to a push rod, the side where the push rod is arranged is a small end, and the side away from the push rod is a large end, the large end cooperates with the cylinder to form a first chamber, the small end cooperates with the cylinder to form a second chamber, the first air path 801 is connected to the first chamber, and the second air path 802 is connected to the second chamber.

[0141] Since the pulling force of the cylinder is much smaller than the thrust, the wind baffle 21 is driven by the cylinder thrust when opened, and is driven by the cylinder pulling force when closed. This ensures that the wind baffle 21 can be reliably opened. Compared with the prior art, in which the wind baffle 21 is opened by the cylinder pulling force, the problem that the wind baffle 21 cannot be opened when the driving compressed air pressure is low is solved.

[0142] like Figure 4 As shown, in one embodiment, the pneumatic drive mechanism includes at least one group of parallel main cylinders 7 and auxiliary cylinders 2, the volume of the main cylinder 7 is greater than the volume of the auxiliary cylinder 2, and the auxiliary cylinder 2 is used to control the wind resistance plate 21 to open an initial angle, assisting the main cylinder 7 to overcome the initial large resistance stage, so as to improve the response speed of the opening of the wind resistance plate 21.

[0143] In this embodiment, for the case where two air resistance plates 21 are provided, the starting drive mechanism may include two sets of parallel main cylinders 7 and auxiliary cylinders 2. Among them, the main cylinder 7 opens or closes the air resistance plate 21 through a transmission mechanism, and the auxiliary cylinder 2 controls the air resistance plate 21 to open a certain angle to help the main cylinder 7 overcome the stage with a relatively large initial resistance, thereby improving the response speed of the opening of the air resistance plate 21.

[0144] In this embodiment, when there are two air resistance plates 21, namely the first air resistance plate 21 and the second air resistance plate 21 respectively, the first air resistance plate 21 is driven by the first main cylinder 7 and the first auxiliary cylinder 2, and the second air resistance plate 21 is driven by the second main cylinder 7 and the second auxiliary cylinder 2.

[0145] In this embodiment, the transmission mechanism is used to transmit the driving force output by the drive mechanism to the air resistance plate 21 to control the opening and closing of the air resistance plate 21. Specifically, the transmission mechanism may include a rack 8, a first pinion 10, a second pinion 11, a transmission shaft 12, and a hinge 9.

[0146] One end of the rack 8 is fixed on the push rod of the cylinder, and the toothed part at the other end meshes with the first pinion 10; the second pinion 11 and the hinge 9 are fixed on the transmission shaft 12. The frame includes a bottom plate 1, and a bearing seat 5 is provided at a predetermined position on the bottom plate 1. Both ends of the transmission shaft 12 are fixed on the bottom plate 1 through the bearing seat 5, and the two air resistance plates 21 are fixed on the hinge 9.

[0147] In addition, the folding air resistance braking system may further include a mechanical limit 6 mechanism, which is used to limit the hinge 9 and can accurately open the air resistance plate 21 to a predetermined angle when it is opened. Among them, the predetermined angle may be about 75°. For example, it may be between 70° and 80°.

[0148] For each air resistance plate 21, a set of the above transmission mechanisms may be correspondingly provided.

[0149] Specifically, the transmission mechanism may include: a first transmission mechanism corresponding to the first air resistance plate 21, and a second transmission mechanism corresponding to the second air resistance plate 21. The first transmission mechanism further includes a first large gear 16, and the second transmission mechanism further includes a second large gear 18. The first transmission mechanism has a first transmission shaft 12, and the second transmission mechanism has a second transmission shaft 12. The first transmission shaft 12 and the second transmission shaft 12 are arranged in parallel along the left-right direction and are spaced a predetermined distance along the second direction. The first transmission shaft 12 has a first extension section extending outside the bearing seat 5, and the second transmission shaft 12 has a second extension section extending outside the bearing seat 5. The first large gear 16 is arranged on the first extension section, and the second large gear 18 is arranged on the second extension section. The first large gear 16 and the second large gear 18 are meshed with each other. When the two sets of transmission mechanisms are meshed through the first large gear 16 and the second large gear 18, the folding air resistance braking device constitutes a linkage folding air resistance braking device. As long as one driving mechanism can work normally, it can ensure the opening and closing function of the air resistance plate 21, thereby improving the reliability of the folding air resistance braking system during use and reducing the probability of failure of the folding air resistance braking system.

[0150] Please refer to Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 and Figure 10 , in this embodiment, the control system may include: an electrical control module and a pneumatic control module 700.

[0151] Among them, the electrical control module may include: an emergency braking loop 100, an air resistance braking application loop 300, a 5 km / h speed loop 200. In addition, it may further include a forced release loop 500, an air resistance braking application feedback loop 400, etc. The pneumatic control module 700 may include a braking solenoid valve 703, a forced release solenoid valve 704, etc.

[0152] A first electrical control component 301 and a second electrical control component 302 are connected in series on the air resistance braking application loop 300. Specifically, the first electrical control component 301 and the second electrical control component 302 may be in the form of relays. By controlling the energization and de-energization of the relay coils, the on-off of the circuit can be automatically controlled. Of course, the first electrical control component 301 and the second electrical control component 302 may also be in the form of switches, contactors, etc. In the embodiment of the present application, the first electrical control component 301 and the second electrical control component 302 are mainly exemplified in the form of relays.

[0153] Only after the first electrical control device 301 and the second electrical control device 302 are both closed can the air resistance braking application loop 300 be powered on. The air resistance braking application loop 300 is used to supply power to the start solenoid valve of the pneumatic control module 700.

[0154] The first electrical control device 301 is electrically connected to the emergency braking loop 100. When the emergency braking loop 100 loses power, the first electrical control device 301 closes. The second electrical control device 302 is electrically connected to the 5 km / h speed loop 200. When the train speed reaches above 5 km / h, the 5 km / h speed loop 200 is powered on and the second electrical control device 302 closes. Of course, the specific speed threshold at which the 5 km / h speed loop 200 is powered on may also be improved according to actual situations and standard change situations in the future. The present application does not make a unique limitation on its specific value here.

[0155] Among them, the power-on and power-off control of the emergency braking loop 100 can be manually controlled or automatically controlled.

[0156] After the emergency braking loop 100 loses power, the first electrical control device 301 closes. And when the train speed reaches above 5 km / h, the 5 km / h speed loop 200 is powered on and the second electrical control device 302 closes. At this time, the air resistance braking application loop 300 is powered on to supply power to the braking solenoid valve 703. The compressed gas supplied by the main air pipe 600 flows through the pneumatic control module 700 and then enters one side of the driving mechanism. The driving mechanism opens the air resistance plate 21 through the transmission mechanism, thus realizing the function of opening the air resistance plate 21.

[0157] As can be seen from the above, for the function of opening the air resistance plate 21, during the control process, it combines the power-on and power-off situations of the emergency braking loop 100, the 5 km / h speed loop 200, and the air resistance braking application loop 300. When the power-on and power-off situations of the three loops all meet the requirements, the air resistance plate 21 realizes the opening function. In this way, it can reliably ensure that the air resistance plate 21 can accurately open when the train needs to brake, and prevent the air resistance plate 21 from being accidentally triggered in other situations.

[0158] In one embodiment, the pneumatic control module 700 may further include: a first port 711 for connecting to the main air pipe 600, a second port 712 and a third port 713 for connecting to the driving mechanism. The second port 712 is connected to one side of the driving mechanism through a first air path 801, and the third port 713 is connected to the other side of the driving mechanism through a second air path 802.

[0159] When the pneumatic control module 700 controls the driving mechanism to open the wind resistance plate 21, the gas supplied by the main air duct 600 can pass through the first port 711, the brake solenoid valve 703, the third port 713, and the second air path 802 to enter one side of the driving mechanism, and the gas flowing out from the other side of the driving mechanism passes through the first air path 801, the second port 712, and is discharged after passing through the brake solenoid valve 703.

[0160] In this embodiment, the driving mechanism is a pneumatic driving mechanism, which includes a cylinder and a piston arranged in the cylinder, the piston is connected to a push rod, the side where the push rod is arranged is a small end, and the side away from the push rod is a large end, the large end cooperates with the cylinder to form a first chamber, and the small end cooperates with the cylinder to form a second chamber, the first air path 801 is connected to the first chamber, and the second air path 802 is connected to the second chamber.

[0161] In this embodiment, the foldable wind resistance brake system may further include: a locking mechanism for cooperating with the control system to realize the locking function of the wind resistance plate 21, and the locking mechanism includes: a magnetic electromagnetic lock 15 and an iron block 17. The locking mechanism is used to ensure that the wind resistance plate 21 is reliably constrained and limited when it is in a closed state.

[0162] The magnetic electromagnetic lock 15 is electrically connected to the emergency brake loop 100, and the magnetic electromagnetic lock 15 is powered by the emergency brake loop 100. When the emergency brake loop 100 loses power, the magnetic electromagnetic lock 15 loses power, and the wind resistance plate 21 can be switched from a locked state to an unlocked state.

[0163] When the emergency brake loop 100 is powered, the magnetic electromagnetic lock 15 is powered, and when the wind resistance plate 21 is in a closed state, it can enter a locked state.

[0164] When the wind resistance plate 21 needs to be opened, if the wind resistance plate 21 is currently in a locked state, the emergency brake loop 100 can be de-energized first, the magnetic electromagnetic lock 15 is de-energized, and the wind resistance plate 21 is switched from the locked state to the unlocked state. At this time, the wind resistance plate 21 can be opened by the driving mechanism.

[0165] Specifically, when the train speed is above 5 km / h, the 5 km / h speed loop 200 is energized, and the second electrical control unit 302 is closed, so that the windage brake application loop 300 is energized, causing the brake solenoid valve 703 to be energized, and the pneumatic control module 700 can control the drive mechanism to open the windage plate 21.

[0166] After the subsequent train decelerates and enters the station, for example, when the train speed is less than 5 km / h, the 5 km / h speed loop 200 loses power, the second electrical control component 302 disconnects, causing the air resistance braking application loop 300 to lose power, resulting in the braking solenoid valve 703 losing power, and the pneumatic control module 700 can control the drive mechanism to close the air resistance plate 21.

[0167] The magnetic adsorption type electromagnetic lock 15 is electrically connected to the emergency braking loop 100, so that the switching of the unlocking and locking states of the air resistance plate 21 is associated with the power-on and power-off of the emergency braking loop 100, thereby integrating the state control of the air resistance plate 21 with the power-on and power-off control of the emergency braking loop 100, which can not only improve the reliability of control, but also simplify the control logic and control circuit.

[0168] In one embodiment, the electrical control module may further include: an air resistance braking application feedback loop 400. The magnetic adsorption type electromagnetic lock 15 is provided with a magnetic adsorption type electromagnetic lock feedback contact 401. The magnetic adsorption type electromagnetic lock feedback contact 401 is a normally open contact, and the magnetic adsorption type electromagnetic lock feedback contact 401 is connected into the air resistance braking application feedback loop 400. When the air resistance plate 21 is opened, the magnetic adsorption type electromagnetic lock feedback contact 401 switches from the open state to the closed state, and the air resistance braking application feedback loop 400 is powered on.

[0169] In this embodiment, the electrical control module may also be provided with an air resistance braking application feedback loop 400. The air resistance braking application feedback loop 400 is used to feedback the current situation of air resistance braking application. Specifically, by connecting the magnetic adsorption type electromagnetic lock feedback contact 401 of the magnetic adsorption type electromagnetic lock 15 into the air resistance braking application feedback loop 400, the power-on and power-off conditions of the air resistance braking application feedback loop 400 can be controlled, and further the state of the air resistance plate 21 can be feedback.

[0170] Specifically, when the air resistance plate 21 is opened, the magnetic adsorption type electromagnetic lock feedback contact 401 switches from the open state to the closed state, and the air resistance braking application feedback loop 400 is powered on. When the air resistance plate 21 is closed, the magnetic adsorption type electromagnetic lock feedback contact 401 switches from the closed state to the open state, and the air resistance braking application feedback loop 400 loses power.

[0171] Further, an indicating device is provided in the air resistance braking application feedback loop 400. After the air resistance braking application feedback loop 400 is powered on, the indicating device emits an indication signal. After the air resistance braking application feedback loop 400 loses power, the indicating device stops emitting the indication signal.

[0172] Specifically, the indicating device may be an indicator light 402 disposed in the air resistance braking application feedback loop 400. The indicator light 402 may be installed in the driver's cab to facilitate the driver's observation of the current air resistance braking application situation. Of course, the indicating device may also be in other forms, such as an electrical signal (current signal, voltage signal, etc.). The electrical signal may be electrically connected to an external control device, such as a computer, so as to send to the control device the power-on and power-off situation of the air resistance braking application feedback loop 400. In the embodiments of the present application, the indicating device is mainly exemplified by the indicator light 402.

[0173] In one embodiment, the electrical control module may further include: a forced release loop 500, and the pneumatic control module 700 may further include: a forced release solenoid valve 704. The forced release loop 500 is used to supply power to the forced release solenoid valve 704. When the forced release loop 500 is powered on, the forced release solenoid valve 704 is powered on, and the pneumatic control module 700 controls the driving mechanism to close the air resistance plate 21.

[0174] The forced release loop 500 is used to forcibly close the air resistance plate 21 when the air resistance plate 21 cannot be normally closed. In a specific scenario, when the train applies emergency braking and stops or when the train is running without applying emergency braking, the air resistance plate 21 is in an open state. At this time, the magnetic suction type electromagnetic lock feedback contact 401 is closed, the air resistance braking application feedback loop 400 is powered on, and the indicator light 402 lights up. When the driver sees the indicator light 402 light up, it is determined that the braking solenoid valve 703 is faulty. In order to close the air resistance plate 21, the forced release loop 500 can be controlled to be powered on, so that the forced release solenoid valve 704 is powered on, and the pneumatic control module 700 controls the driving mechanism to close the air resistance plate 21.

[0175] Further, when the forced release loop 500 is powered on, the second chamber is communicated with the braking solenoid valve 703 through the second air path 802; the first chamber is communicated with the forced release solenoid valve 704 through the first air path 801. The compressed gas in the first chamber is discharged through the first air path 801 and the forced release solenoid valve 704, and the compressed gas in the second chamber is discharged through the second air path 802 and the braking solenoid valve 703.

[0176] Specifically, a pressure regulating valve is provided on the air path between the braking solenoid valve 703 and the first port 711. The pressure regulating valve is used to regulate the compressed air flowing in from the main air duct 600 to within a predetermined pressure range and then supply it to the braking solenoid valve 703. A check valve is provided between the braking solenoid valve 703 and the third port 713, and a throttle valve is connected in parallel at both ends of the check valve. The forced release solenoid valve 704 is provided on the air path between the braking solenoid valve 703 and the second port 712. When it is necessary to open the air resistance plate 21, the compressed air flowing in from the main air duct 600 sequentially flows through the first port 711, the pressure regulating valve, a branch of the braking solenoid valve 703, the throttle valve, the third port 713, the second air path 802 to the second chamber, and pushes the compressed air in the first chamber to sequentially flow through the first air path 801, the second port 712, the forced release solenoid valve 704 and the braking solenoid valve 703 and then be discharged. When it is necessary to close the air resistance plate 21, the compressed air flowing in from the main air duct 600 sequentially flows through the first port 711, the pressure regulating valve, another branch of the braking solenoid valve 703, the forced release solenoid valve 704, the second port 712, the first air path 801 to the first chamber, and pushes the compressed air in the second chamber to sequentially flow through the second air path 802, the third port 713, the check valve, and the braking solenoid valve 703 and then be discharged.

[0177] Among them, the wind pressure provided by the main air duct 600 is usually about 1000 kPa, and the wind pressure provided by the main air duct 600 is greater than the wind pressure required by the pneumatic control valve. By setting the pressure reducing valve 702, the wind pressure provided by the main air duct 600 can be reduced to within the target pressure range, for example, it can be reduced to 600 kPa.

[0178] Among them, the check valve is used to ensure the unidirectional conduction of compressed air. The throttle valve is used to reduce the flow rate of compressed air. Specifically, the throttle valve can be in the form of a constriction plug 706, and the flow area at the constriction plug 706 is smaller than the flow area of its upstream pipeline.

[0179] In this embodiment, by setting the form of the check valve and the throttle valve connected in parallel, when opening the air resistance plate 21, by switching the connection relationship of the braking solenoid valve 703, the compressed air flowing through the air path provided with the check valve can be controlled, so that the compressed air can quickly reach the driving mechanism, realizing the high-speed opening of the air resistance plate 21 and meeting the requirements of rapid braking. When closing the air resistance plate 21, by switching the connection relationship of the braking solenoid valve 703, the compressed air flowing through the air path provided with the throttle valve can be controlled, so that the compressed air can reach the driving mechanism at a lower flow rate, realizing the low-speed closing of the air resistance plate 21 and ensuring the smoothness of the air resistance plate 21 when closing, which is beneficial to reducing the noise generated when the air resistance plate 21 is closed.

[0180] In this embodiment, the brake solenoid valve 703 can be a multi-position multi-way valve (for example, it can be a two-position five-way reversing solenoid valve, and the flow direction of compressed air is controlled by energizing and de-energizing). When switching the connection relationship of the brake solenoid valve 703, different connection branches are formed by the brake solenoid valve 703, so as to achieve the purpose of switching the flow direction of compressed air.

[0181] In one embodiment, a control valve for controlling the on-off relationship between the main air duct 600 and the pneumatic control module 700 is further provided upstream of the pressure regulating valve, and the control valve can output a signal representing the on-off relationship between the current main air duct 600 and the pneumatic control module 700.

[0182] In this embodiment, a control valve can be provided on the air path from the first port 711 to the pressure regulating valve, and the control valve can be used to control the on-off relationship between the main air duct 600 and the pneumatic control module 700. Specifically, the control valve can be in a manually adjustable manner, and of course it can also be in an automatically adjustable manner. The specific form of the control valve can be in the form of an electric plug valve 701. When in use, the on-off of the air path is controlled by manually turning the handle, and at the same time the downstream pressure is discharged. In addition, it can also feedback the on-off signal to the control center.

[0183] In one embodiment, a bypass switch 303 is further connected in parallel at both ends of the second electrical control element 302. When the bypass switch 303 is in the closed state, the signal of the 5 km / h speed loop 200 is isolated, and only the energizing and de-energizing of the emergency braking loop 100 is controlled, and the opening and closing of the air resistance plate 21 can be controlled.

[0184] In this embodiment, the bypass switch 303 is used to isolate the energizing and de-energizing signals of the 5 km / h speed loop 200. Since the bypass switch 303 is arranged at both ends of the second electrical control element 302, the opening and closing of the second electrical control element 302 is used to feedback the energizing and de-energizing situation of the 5 km / h speed loop 200. After the bypass switch 303 is closed, the opening and closing of the second electrical control element 302 will no longer affect the on-off of the air resistance braking application loop 300. Therefore, it is equivalent to isolating the signal of the 5 km / h speed loop 200, and only controlling the energizing and de-energizing of the emergency braking loop 100, so as to control the energizing and de-energizing situation of the air resistance braking application loop 300, and further be able to open and close the air resistance plate 21 through the starting control module and the driving mechanism. By providing the bypass switch 303, it can be used for self-checking of the folding air resistance braking device when the train is parked in the depot or at the platform.

[0185] In the embodiment of the present application, based on the folding air resistance braking system described in the above embodiment, the present application further provides a folding air resistance braking control method, and the folding air resistance braking control method includes: an emergency braking application method, and the emergency braking application method includes:

[0186] Control the emergency braking loop 100 to lose power, the first electrical control component 301 closes, the magnetic suction type electromagnetic lock 15 loses power, and the air resistance plate 21 is unlocked;

[0187] Judge the current train speed. When the train speed reaches above 5 km / h, control the 5 km / h speed loop 200 to be powered on, the second electrical control component 302 closes, the air resistance braking application loop 300 is powered on, the braking solenoid valve 703 is powered on, and the driving mechanism opens the air resistance plate 21; At this time, the feedback contact 401 of the magnetic suction type electromagnetic lock closes, the air resistance braking application feedback loop 400 is powered on, and the indicating device emits an indication signal;

[0188] When the train speed drops to less than 5 km / h, control the 5 km / h speed loop 200 to lose power, the second electrical control component 302 disconnects, the air resistance braking application loop 300 loses power, the braking solenoid valve 703 loses power, and the driving mechanism closes the air resistance plate 21; At this time, the feedback contact 401 of the magnetic suction type electromagnetic lock disconnects, the air resistance braking application feedback loop 400 loses power, and the indicating device stops sending the indication signal.

[0189] In this embodiment, the flip type air resistance braking system can be used to realize the emergency braking application function. Specifically, when realizing the emergency braking application function, the operation steps are as follows:

[0190] Through manual control by the driver or automatic control by the control center, make the emergency braking loop 100 lose power, the first control relay closes, the magnetic suction type electromagnetic lock 15 loses power, and the air resistance plate 21 is unlocked.

[0191] Judge the current train speed. When the train speed is greater than 5 km / h, as Figure 5 and Figure 6 shown, the 5 km / h speed loop 200 is powered on at 5 km, control the second electrical control component 302 to close. At this time, the air resistance braking application loop 300 is powered on, control the braking solenoid valve 703 to be powered on and then control the piston rods of the main cylinder 7 and the auxiliary cylinder 2 to push out, and the air resistance plate 21 opens. At this time, the feedback contact 401 of the magnetic suction type electromagnetic lock closes, the air resistance braking application feedback loop 400 is powered on, and the indicator light 402 lights up.

[0192] During the process of realizing the above emergency braking application function, the flow path of the compressed gas is as follows:

[0193] The compressed gas flowing in from the main air pipe 600 flows through the first port 711, the control valve, the pressure reducing valve 702 to the brake solenoid valve 703 (the PB branch is connected), and then flows into the forced release solenoid valve 704 (the A1A2 branch is connected) through the internal air path, the second port 712, and then flows into the first chambers of the main cylinder 7 and the auxiliary cylinder 2 respectively through the first air path 801 to push the piston. The compressed gas passes through the second chamber, the second air path 802, the third port 713, the check valve, and is discharged after flowing to the brake solenoid valve 703 (the AS branch is connected).

[0194] When the train speed is less than 5 km / h, the 5 km / h speed loop 200 loses power, the second electrical control component 302 disconnects, and at this time, the air resistance brake application loop 300 loses power, the brake solenoid valve 703 loses power and then controls the piston rods of the main cylinder 7 and the auxiliary cylinder 2 to be pulled back, and the air resistance plate 21 closes. At this time, the magnetic adsorption type electromagnetic lock feedback contact 401 disconnects, the air resistance brake application feedback loop 400 loses power, and the indicator light 402 goes out.

[0195] As Figure 7 and Figure 8 shown, in one embodiment, the folding air resistance brake control method includes: an emergency brake release method, and the emergency brake release method includes:

[0196] Control the emergency brake loop 100 to lose power, the first electrical control component 301 disconnects, and the magnetic adsorption type electromagnetic lock 15 is energized;

[0197] Judge the current train speed. When the train speed drops to less than 5 km / h, the 5 km / h speed loop 200 loses power, the second electrical control component 302 disconnects, the air resistance brake application loop 300 loses power, the brake solenoid valve 703 loses power, and the drive mechanism closes the air resistance plate 21; at this time, the magnetic adsorption type electromagnetic lock feedback contact 401 disconnects, the air resistance brake application feedback loop 400 loses power, and the indicating device stops sending indication signals.

[0198] In this embodiment, the folding air resistance brake system can be used to achieve the emergency brake release function. Specifically, when implementing the emergency brake release function, the operation steps are as follows:

[0199] Through manual control by the driver or automatic control by the control center, the emergency braking loop 100 is powered on, the first electric control component 301 is controlled to disconnect, and the magnetic suction electromagnetic lock 15 is powered on. At this time, the train speed is less than 5 km / h (emergency braking cannot be released when the train speed is greater than 5 km / h), the 5 km / h speed loop 200 loses power, the second electric control component 302 is controlled to disconnect, at this time the air resistance braking application loop 300 loses power, the braking solenoid valve 703 is controlled to lose power, and then the piston rods of the main cylinder 7 and the auxiliary cylinder 2 are pulled back, the air resistance plate 21 is closed and attracted and locked by the magnetic suction electromagnetic lock 15. At this time, the feedback contact 401 of the magnetic suction electromagnetic lock disconnects, the air resistance braking application feedback loop 400 loses power, and the indicator light 402 goes out.

[0200] As Figure 7 and Figure 8 shown, during the process of realizing the above-mentioned emergency braking release function, the flow path of the compressed gas is as follows:

[0201] The compressed gas flowing in from the main air pipe 600 flows through the first port 711, the control valve, the pressure reducing valve 702 to the braking solenoid valve 703 (the PA branch is connected), the choke 706, the third port 713, and then respectively flows into the second chambers of the main cylinder 7 and the auxiliary cylinder 2 through the second air path 802, pulling the piston, and the compressed gas passes through the first chamber, the first air path 801, the second port 712, the forced release solenoid valve 704, and flows to the braking solenoid valve 703 (the BR branch is connected) and then is discharged.

[0202] As Figure 9 and Figure 10 shown, in one embodiment, the flip-type air resistance braking control method includes: a forced release method, and the forced release method includes:

[0203] When the train stops after applying emergency braking or when the train is running without applying emergency braking, the air resistance plate 21 is in the open state, the feedback contact 401 of the magnetic suction electromagnetic lock is closed, the air resistance braking application feedback loop 400 is powered on, and the indicating device emits an indication signal, indicating that the braking solenoid valve 703 is faulty at present;

[0204] Control the forced release loop 500 to be powered on so that the forced release solenoid valve 704 is powered on. Under the action of the driving mechanism and gravity, the air resistance plate 21 is switched from the open state to the closed state.

[0205] In this embodiment, the flip-type air resistance braking system can realize the forced release function. Specifically, when realizing the forced release function, the operation steps are as follows:

[0206] When the train stops after applying emergency braking or no emergency braking is applied during train operation, the air resistance plate 21 is in the open state (the brake solenoid valve 703 may malfunction). At this time, the magnetic adsorption type electromagnetic lock feedback contact 401 closes, the power supply of the air resistance braking application feedback loop 400 is obtained, and the indicator light 402 lights up, indicating that the brake solenoid valve 703 may malfunction. In theory, after the train stops or when the emergency braking function is not applied, the air resistance plate 21 is in the closed state and the indicator light 402 is in the off state.

[0207] To close the air resistance plate 21, a forced release function can be adopted subsequently. Specifically, after the train stops, the power supply of the forced release loop 500 can be controlled to be energized, then the power supply of the forced release solenoid valve 704 can be controlled to be energized, and then the piston rods of the main cylinder 7 and the auxiliary cylinder 2 can be pulled back, and the air resistance plate 21 is closed under the action of the driving device and its own gravity.

[0208] As Figure 9 and Figure 10 shown, during the process of realizing the above-mentioned emergency braking release function, the flow path of the compressed gas is as follows:

[0209] The compressed gas in the main cylinder 7 and the auxiliary cylinder 2 is discharged outward in two paths. The compressed gas in the first cavity is discharged outward through the first air path 801, the second port 712, and the forced release solenoid valve 704 (the A2A3 branch is connected). The compressed gas in the second cavity is discharged outward through the second air path 802, the third port 713, the one-way valve, and the brake solenoid valve 703 (the AS branch is connected).

[0210] In one embodiment, the flip-type air resistance braking control method includes: an air resistance braking device self-checking method, and the air resistance braking device self-checking method includes:

[0211] When the train is in the stopped state, the 5 km / h speed loop 200 is isolated by closing the bypass switch 303, and the emergency braking application method and the emergency braking release method are executed to make the emergency braking loop 100 be energized and de-energized, and control the air resistance plate 21 to open or close;

[0212] Judge whether there is a fault in the flip-type air resistance braking device through the working state of the indicating device.

[0213] In this embodiment, the flip-type air resistance braking system can be used to realize the self-checking function of the air resistance braking device. Specifically, when realizing the self-checking function of the air resistance braking device, the operation steps are as follows:

[0214] When the train is parked in the depot or at the platform, the 5 km / h speed loop 200 can be isolated through the bypass switch 303, and then the emergency brake can be applied and released manually or through MBT tests to energize and de-energize the emergency brake loop 100, thereby controlling the opening and closing of the air resistance plate 21. At this time, the self-check of the folding air resistance braking device is judged according to the status of the emergency brake application indicator light 402 or the status of this feedback loop collected by the network. The specific judgment logic can refer to the specific description of applying and releasing the emergency brake above, and will not be elaborated in this application.

[0215] In the embodiment of this application, the folding air resistance braking control method provided based on the folding air resistance braking system can not only control the application and release of air resistance braking by the energization and de-energization of the emergency brake loop 100 during train operation, but also perform self-check of air resistance braking when parked in the depot; at the same time, when the brake solenoid valve 703 fails, it can force the air resistance braking to be released, which can meet various requirements of the multi-functional control of the train.

[0216] It should be noted that in the description of this application, terms such as "first" and "second" are only used for descriptive purposes and to distinguish similar objects, and there is no sequence between them, nor can they be understood as indicating or implying relative importance. In addition, in the description of this application, unless otherwise specified, the meaning of "multiple" is two or more.

[0217] The above-mentioned various embodiments in this specification are all described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other, and the key points of each embodiment are the differences from other embodiments.

[0218] The above are only several embodiments of the present invention. Although the disclosed embodiments of the present invention are as above, the content is only an embodiment for facilitating the understanding of the present invention and is not used to limit the present invention. Any person skilled in the technical field to which the present invention belongs, without departing from the spirit and scope disclosed by the present invention, can make any modifications and changes in the form and details of the embodiments, but the scope of patent protection of the present invention shall still be subject to the scope defined by the appended claims.

Claims

1. A folding air resistance braking system, characterized in that, The foldable wind resistance brake system comprises: a foldable wind resistance brake device and a control system, The foldable brake control device comprises: a frame, a driving mechanism, a transmission mechanism and a wind resistance plate which are installed on the frame and are sequentially connected to each other. The control system includes: an electrical control module and a pneumatic control module, The electrical control module comprises: an emergency brake loop, a windage brake application loop, and a 5km / h speed loop. The windage brake application loop is connected in series with a first electric control component and a second electric control component. The first electric control component is electrically connected to the emergency brake loop, and the second electric control component is electrically connected to the 5km / h speed loop. The pneumatic control module includes: a brake solenoid valve electrically connected to the windage brake application loop, When the emergency braking loop loses power, the first electrical control unit is closed, and when the train speed reaches above 5km / h, the 5km / h speed loop is energized. When the second electrical control unit is closed, the windage brake application loop is energized to supply power to the brake solenoid valve, and the compressed gas supplied by the main air duct flows through the pneumatic control module and then enters one side of the drive mechanism, and the drive mechanism opens the windage plate through the transmission mechanism.

2. The foldable air resistance braking system according to claim 1, wherein The pneumatic control module further includes: a first port for connecting to the main air duct, a second port and a third port for connecting to the driving mechanism, the second port being connected to one side of the driving mechanism through a first air path, and the third port being connected to the other side of the driving mechanism through a second air path; When the pneumatic control module controls the driving mechanism to open the wind baffle, the gas supplied by the main air duct can pass through the first port, the brake solenoid valve, the third port, and the second air path to enter one side of the driving mechanism, and the gas flowing out from the other side of the driving mechanism passes through the first air path, the second port, and is discharged after passing through the brake solenoid valve.

3. The foldable air resistance braking system according to claim 2, wherein The driving mechanism is a pneumatic driving mechanism, which includes a cylinder and a piston arranged in the cylinder, the piston is connected to a push rod, the side where the push rod is arranged is a small end, and the side away from the push rod is a large end, the large end cooperates with the cylinder to form a first chamber, the small end cooperates with the cylinder to form a second chamber, the first air path is connected to the first chamber, and the second air path is connected to the second chamber.

4. The foldable air resistance braking system according to claim 3, wherein The foldable wind resistance brake system also includes: a locking mechanism for cooperating with the control system to realize the locking function of the wind resistance plate, the locking mechanism includes: a magnetic electromagnetic lock and an iron block, the iron block is fixed on the wind resistance plate, and the magnetic electromagnetic lock is fixed on the frame. When the magnetic electromagnetic lock is powered, the magnetic electromagnetic lock attracts the iron block on the wind resistance plate, and the wind resistance plate is in a locked state; when the magnetic electromagnetic lock loses power, the wind resistance plate is in an unlocked state.

5. The foldable air resistance braking system according to claim 4, wherein The magnetic electromagnetic lock is electrically connected to the emergency brake loop, and the magnetic electromagnetic lock is powered by the emergency brake loop. When the emergency braking loop loses power, the first electrical control component closes, the magnetic suction type electromagnetic lock loses power, and the air resistance plate can be switched from the locked state to the unlocked state; When the emergency braking loop is powered on, the first electrical control component disconnects, the magnetic suction type electromagnetic lock is powered on, and the air resistance plate can be switched from the unlocked state to the locked state; When the train speed is less than 5 km / h, the 5 km / h speed loop loses power, the second electrical control component disconnects, causing the air resistance braking application loop to lose power, the braking solenoid valve loses power, and the pneumatic control module controls the drive mechanism to close the air resistance plate.

6. The foldable air resistance braking system according to claim 5, wherein, The electrical control module further includes: an air resistance braking application feedback loop. The magnetic suction type electromagnetic lock is provided with a magnetic suction type electromagnetic lock feedback contact, and the magnetic suction type electromagnetic lock feedback contact is a normally open contact. The magnetic suction type electromagnetic lock feedback contact is connected into the air resistance braking application feedback loop. When the air resistance plate is opened, the magnetic suction type electromagnetic lock feedback contact is switched from the open state to the closed state, and the air resistance braking application feedback loop is powered on.

7. The foldable air resistance braking system according to claim 6, wherein, An indicating device is arranged in the air resistance braking application feedback loop. After the air resistance braking application feedback loop is powered on, the indicating device emits an indication signal.

8. The foldable air resistance braking system according to claim 6, wherein, The electrical control module further includes: a forced release loop. The pneumatic control module further includes: a forced release solenoid valve. The forced release loop is used to supply power to the forced release solenoid valve. After the forced release loop is powered on, the forced release solenoid valve is powered on, and the pneumatic control module controls the drive mechanism to close the air resistance plate.

9. The foldable air resistance braking system according to claim 8, wherein, After the forced release loop is powered on, the second chamber is communicated with the braking solenoid valve through the second air path; the first chamber is communicated with the forced release solenoid valve through the first air path, and the compressed gas in the first chamber is discharged through the first air path and the forced release solenoid valve. The compressed gas in the second chamber is discharged through the second air path and the braking solenoid valve.

10. The foldable air resistance braking system according to claim 8, wherein, A pressure regulating valve is arranged on the air path between the braking solenoid valve and the first port. The pressure regulating valve is used to adjust the compressed gas flowing in from the main air pipe to within a predetermined pressure range and then supply it to the braking solenoid valve. A check valve is arranged between the braking solenoid valve and the third port, and a throttle valve is connected in parallel at both ends of the check valve; the forced release solenoid valve is arranged on the air path between the braking solenoid valve and the second port. When it is necessary to open the air resistance plate, the compressed gas flowing in from the main air pipe sequentially flows through the first port, the pressure regulating valve, a branch of the braking solenoid valve, the throttle valve, the third port, the second air path to the second chamber, and pushes the compressed gas in the first chamber to flow through the first air path, the second port, the forced release solenoid valve and the braking solenoid valve and then be discharged. When it is necessary to close the air resistance plate, the compressed gas flowing in from the main air duct sequentially flows through the first port, the pressure regulating valve, the other branch of the brake solenoid valve, the forced release solenoid valve, the second port, the first air path to the first chamber, and pushes the compressed gas in the second chamber to flow through the second air path, the third port, the check valve, and the brake solenoid valve in sequence and then discharges.

11. The folding air resistance braking system according to claim 10, wherein, A control valve for controlling the on-off relationship between the main air duct and the pneumatic control module is further provided upstream of the pressure regulating valve, and the control valve can output a signal indicating the on-off relationship between the current main air duct and the pneumatic control module.

12. The foldable air resistance braking system according to claim 2, wherein, A bypass switch is also connected in parallel at both ends of the second electrical control component. When the bypass switch is in the closed state, the 5 km / h speed loop signal is isolated, and only the energization and de-energization of the emergency brake loop are controlled, and the opening and closing of the air resistance plate can be controlled.

13. The foldable air resistance braking system according to claim 3, wherein, The pneumatic driving mechanism includes at least one group of parallel main cylinders and auxiliary cylinders. The volume of the main cylinder is larger than that of the auxiliary cylinder. The auxiliary cylinder is used to control the air resistance plate to open an initial angle, and assist the main cylinder to overcome the stage with relatively large initial resistance, so as to improve the response speed of the air resistance plate opening.

14. The folding air resistance braking system according to claim 13, wherein The air resistance plate includes two pieces, namely a first air resistance plate and a second air resistance plate. The first air resistance plate is driven by a first main cylinder and a first auxiliary cylinder, and the second air resistance plate is driven by a second main cylinder and a second auxiliary cylinder.

15. The folding air resistance braking system according to claim 14, wherein The transmission mechanism includes two groups, and each group of transmission mechanisms includes a rack, a first pinion, a second pinion, a transmission shaft, and a hinge. One end of the rack is fixed on the push rod of the cylinder, and the toothed part at the other end meshes with the first pinion; the second pinion and the hinge are fixed on the transmission shaft. The frame includes a bottom plate, and bearing seats are arranged at predetermined positions on the bottom plate. Both ends of the transmission shaft are fixed on the bottom plate through the bearing seats, and the two air resistance plates are fixed on the hinge.

16. The foldable air resistance braking system according to claim 15, characterized in that, The transmission mechanism includes: a first transmission mechanism corresponding to the first air resistance plate and a second transmission mechanism corresponding to the second air resistance plate. The first transmission mechanism further includes a first large gear, and the second transmission mechanism further includes a second large gear. The first transmission mechanism has a first transmission shaft, and the second transmission mechanism has a second transmission shaft. The first transmission shaft and the second transmission shaft are arranged in parallel along the left-right direction and are spaced apart by a predetermined distance along the second direction. The first transmission shaft has a first extension section extending outside the bearing seat, and the second transmission shaft has a second extension section extending outside the bearing seat. The first large gear is arranged on the first extension section, the second large gear is arranged on the second extension section, and the first large gear and the second large gear are meshed with each other.

17. The foldable wind resistance braking system according to claim 14, wherein, The overall structure of the air resistance plate is adapted to the arc surface structure of the train roof.

18. The folding air resistance braking system according to claim 17, characterized in that, A support base is provided on the frame, and a cover plate is fixed on the support base. The cover plate includes a first cover plate and a second cover plate. The first cover plate is disposed opposite to the first air resistance plate, and the second cover plate is disposed opposite to the second air resistance plate. The first cover plate has a first side wall facing the first air resistance plate, and the first side wall is an arc-shaped side wall. The second cover plate has a second side wall facing the second air resistance plate, and the second side wall is an arc-shaped side wall. The first side wall and the second side wall are arranged in a staggered manner along the traveling direction, and the distance between the first side wall and the second side wall decreases from the middle to the outside along the left-right direction.

19. The folding air resistance braking system according to claim 2, characterized in that, The frame further includes a bottom plate and side plates arranged on both sides of the bottom plate along the traveling direction. A shock absorption mechanism is provided on the side plates for supporting the air resistance plate.

20. The foldable wind resistance braking system according to claim 2 or 19, characterized in that, The frame further includes a bottom plate. A damping rod is provided between the bottom plate and the air resistance plate. The damping rod is a telescopic mechanism. One end of the damping rod is fixed on the bottom plate, and the other end is fixed on the air resistance plate for providing a damping force when the air resistance plate is opened and closed.

21. A folding air resistance braking control method for the folding air resistance braking system according to any one of claims 1 to 20, characterized in that, The flip-type air resistance braking control method includes: an emergency braking application method, and the emergency braking application method includes: Controlling the emergency braking loop to lose power, the first electric control component is closed, the magnetic suction type electromagnetic lock loses power, and the air resistance plate is unlocked; Judging the current train speed. When the train speed reaches above 5 km / h, controlling the 5 km / h speed loop to be powered on, the second electric control component is closed, the air resistance braking application loop is powered on, the braking solenoid valve is powered on, and the driving mechanism opens the air resistance plate; at this time, the feedback contact of the magnetic suction type electromagnetic lock is closed, the air resistance braking application feedback loop is powered on, and the indicating device issues an indication signal; When the train speed drops to less than 5 km / h, controlling the 5 km / h speed loop to lose power, the second electric control component is disconnected, the air resistance braking application loop loses power, the braking solenoid valve loses power, and the driving mechanism closes the air resistance plate; at this time, the feedback contact of the magnetic suction type electromagnetic lock is disconnected, the air resistance braking application feedback loop loses power, and the indicating device stops sending the indication signal.

22. The folding air resistance braking control method according to claim 21, wherein, The flip-type air resistance braking control method includes: an emergency braking release method, and the emergency braking release method includes: Controlling the emergency braking loop to lose power, the first electric control component is disconnected, and the magnetic suction type electromagnetic lock is powered on; Judging the current train speed. When the train speed drops to less than 5 km / h, the 5 km / h speed loop loses power, the second electric control component is disconnected, the air resistance braking application loop loses power, the braking solenoid valve loses power, and the driving mechanism closes the air resistance plate; at this time, the feedback contact of the magnetic suction type electromagnetic lock is disconnected, the air resistance braking application feedback loop loses power, and the indicating device stops sending the indication signal.

23. The foldable air resistance braking control method according to claim 21, wherein, The flip-type air resistance braking control method includes: a forced release method, and the forced release method includes: When the train stops after applying emergency braking or no emergency braking is applied during the train operation, the air resistance plate is in the open state, the feedback contact of the magnetic suction type electromagnetic lock is closed, the air resistance braking application feedback loop is powered on, and the indicating device emits an indication signal, indicating that the braking solenoid valve has a fault currently; Control the forced release loop to be powered on so that the forced release solenoid valve is powered on. Under the action of the driving mechanism and gravity, the air resistance plate is switched from the open state to the closed state.

24. The folding air resistance braking control method according to claim 22, wherein, The folding air resistance braking control method includes: an air resistance braking device self-checking method, and the air resistance braking device self-checking method includes: When the train is in a stopped state, isolate the 5 km / h speed loop by closing the bypass switch, execute the emergency braking application method and the emergency braking release method to power on and power off the emergency braking loop, and control the air resistance plate to open or close; Judge whether there is a fault in the folding air resistance braking device through the working state of the indicating device.

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