Braking system and train

Abstract

The invention discloses a braking system and a train. The braking system is provided with a first wind resistance braking device which plays a role in wind resistance braking on a head train, a second wind resistance braking device which plays a role in wind resistance braking on the top of a middle train, and a third wind resistance braking device which plays a role in wind resistance braking on the side portion of the middle train. According to the scheme, the third wind resistance braking device is matched with the second wind resistance braking device, the third wind resistance braking device can guide airflow located in front of the second wind resistance braking device, the airflow is obliquely and upwards guided to the second wind resistance braking device, and the airflow is reintegrated; according to the high-speed superconductive electric maglev train, high-quality and high-energy airflow is formed in front of the second wind resistance braking device, the influence on the resistance coefficient of the second wind resistance braking device of each middle train is reduced, the influence on the braking force of a braking system is reduced, and safe braking of the high-speed superconductive electric maglev train is ensured.

Description

Technical Field

[0001] This application relates to the field of train braking technology, and in particular to a braking system and a train. Background Technology

[0002] The braking system of high-speed superconducting electric maglev trains differs from that of traditional high-speed trains and urban rail transit trains. Most high-speed trains and urban rail transit trains utilize wheel-rail adhesion for braking, with a few employing eddy current braking and magnetic track braking. High-speed superconducting electric maglev trains can reach a maximum operating speed of 660 km / h, and the braking systems of high-speed trains and urban rail transit trains cannot meet the requirements of their unique operating conditions.

[0003] Therefore, ensuring the safe braking of high-speed superconducting electric maglev trains has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] This application proposes a braking system to ensure the safe braking of a high-speed superconducting electric maglev train. This application also proposes a train equipped with the aforementioned braking system.

[0005] To achieve the above objectives, this application provides a braking system including a first wind resistance braking device, a second wind resistance braking device, and a third wind resistance braking device; the first wind resistance braking device is installed on the head car of the train, and the second and third wind resistance braking devices are installed on the middle car of the train; the second wind resistance braking device is located on the roof of the middle car, and the third wind resistance braking device is provided on both the windward and leeward sides of the second wind resistance braking device, and the third wind resistance braking devices are symmetrically arranged on both sides of the middle car along the length direction of the middle car; the third brake wing of the third wind resistance braking device is arranged obliquely relative to the vertical direction, and the third brake wing is used to guide the airflow obliquely upward to the second wind resistance braking device.

[0006] Optionally, in the above braking system, when the third brake wing and the second brake wing of the second wind resistance braking device are deployed, the projection portion of the third brake wing along the length direction of the intermediate vehicle is located within the projection of the second brake wing along the length direction of the intermediate vehicle.

[0007] The projections of the third brake wing and the second brake wing along the length of the intermediate vehicle are both within the vehicle clearance range.

[0008] Optionally, in the above braking system, the third brake wing plate is deployed or retracted via a lateral telescopic mechanism; the lateral telescopic mechanism includes a guide assembly and a third cylinder, the guide assembly includes a slide rail and a slider, the slide rail is mounted on the body of the intermediate vehicle, the slider is slidably disposed on the slide rail, and the slider is connected to the third brake wing plate; the cylinder body of the third cylinder is connected to the vehicle body, and the telescopic rod of the third cylinder is connected to the third brake wing plate.

[0009] Optionally, in the above braking system, the first wind resistance braking device includes a first brake vane and a first hydraulic cylinder;

[0010] The lower end of the first brake vane is hinged to the front of the train, and the first brake vane is used to provide braking force opposite to the direction of travel of the train.

[0011] The cylinder body of the first hydraulic cylinder is hinged to the headcar, and the telescopic rod of the first hydraulic cylinder is hinged to the middle of the first brake wing plate.

[0012] The first hydraulic cylinder is used to drive the first brake vane to rotate around the hinge position between the first brake vane and the train, so that the first brake vane can be deployed or retracted.

[0013] Optionally, in the above braking system, the first cylinder is located on the leeward side of the first brake vane.

[0014] Optionally, in the above braking system, the second drag braking device is a vertical drive drag braking device;

[0015] The second wind resistance braking device includes a second brake vane and a second cylinder. The second cylinder is used to drive the second brake vane to move vertically up and down, so that the second brake vane can be deployed or retracted.

[0016] Optionally, in the above braking system, the second brake wing includes a left wing, a right wing, and a middle wing, with the two ends of the middle wing connected to the upper ends of the left wing and the right wing, respectively.

[0017] The width of the middle wing plate in the vertical direction is smaller than the width of the left wing plate and the right wing plate. A brake chute is disposed below the middle wing plate, and the two ends of the brake chute are respectively connected to the right wing plate and the middle wing plate.

[0018] Optionally, in the above braking system, the air source for the second cylinder of the second wind resistance braking device and the third cylinder of the third wind resistance braking device is the train's air duct.

[0019] Optionally, in the above braking system, the second cylinder and the third cylinder share the same air source.

[0020] Secondly, this application discloses a train including a braking system, which is the braking system described in any of the above-mentioned embodiments.

[0021] This application provides a braking system comprising a first drag braking device that performs drag braking on the lead car, a second drag braking device that performs drag braking on the top of the intermediate car, and a third drag braking device that performs drag braking on the side of the intermediate car. The first, second, and third drag braking devices work together to perform drag braking. Simultaneously, the third drag braking device works in conjunction with the second drag braking device, guiding the airflow in front of the second drag braking device obliquely upwards to the second drag braking device. This re-integrates the airflow, creating a high-quality, high-energy airflow in front of the second drag braking device. This reduces the impact on the drag coefficient of the second drag braking device in each intermediate car, reduces the impact on the braking force of the braking system, and ensures safe braking of the high-speed superconducting electric maglev train.

[0022] This application also discloses a train including a braking system, which is the braking system described in any of the above-mentioned embodiments. Since the braking system has the aforementioned technical effects, the train having this braking system also has the same technical effects, and will not be described further here. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely some examples or embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort, and this application can be applied to other similar scenarios based on the provided drawings. Unless obvious from the linguistic context or otherwise specified, the same reference numerals in the drawings represent the same structures or operations.

[0024] Figure 1 This is a structural schematic diagram of a part of the train provided in an embodiment of this application;

[0025] Figure 2 This is a schematic diagram of another part of the train provided in the embodiments of this application;

[0026] Figure 3 This is a schematic diagram of the retracted structure of the first wind resistance braking device provided in the embodiments of this application;

[0027] Figure 4 This is a schematic diagram of the unfolded structure of the first wind resistance braking device provided in the embodiment of this application;

[0028] Figure 5 This is a front view of the first wind resistance braking device provided in the embodiments of this application;

[0029] Figure 6 This is a side view of the first wind resistance braking device provided in the embodiments of this application;

[0030] Figure 7 This is a schematic diagram of the retracted structure of the third wind resistance braking device provided in the embodiments of this application;

[0031] Figure 8 This is a schematic diagram of the unfolded structure of the third wind resistance braking device provided in the embodiments of this application;

[0032] Figure 9 This is a schematic diagram of the structure of the third wind resistance braking device provided in the embodiments of this application;

[0033] Figure 10 This is a side view of the third wind resistance braking device provided in the embodiments of this application;

[0034] Figure 11 This is a schematic diagram of the retracted structure of the second wind resistance braking device provided in the embodiments of this application;

[0035] Figure 12 This is a schematic diagram of the unfolded structure of the second wind resistance braking device provided in the embodiments of this application;

[0036] Figure 13 This is a schematic diagram of the structure of the second wind resistance braking device provided in the embodiments of this application;

[0037] Figure 14 This is a side view of the second wind resistance braking device provided in the embodiments of this application.

[0038] in:

[0039] 1-First wind resistance braking device; 11-First brake wing plate; 12-First hydraulic cylinder; 2-Second wind resistance braking device; 21-Second brake wing plate; 211-Left wing plate; 212-Right wing plate; 213-Middle wing plate; 214-Brake umbrella; 22-Second cylinder; 3-Third wind resistance braking device; 31-Third brake wing plate; 32-Guide assembly; 321-Slide rail; 322-Slider; 33-Third cylinder. Detailed Implementation

[0040] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. The described embodiments are only a part of the embodiments of the present application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without inventive effort are within the scope of protection of the present application.

[0041] It should be noted that, for ease of description, only the parts relevant to the application are shown in the accompanying drawings. Unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0042] It should be understood that the terms "system," "apparatus," "unit," and / or "module" used in this application are a method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0043] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0044] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] The braking methods of trains include electric braking, wind resistance braking, disc braking, and skid braking. Among them, electric braking and wind resistance braking are non-adhesive braking; disc braking and skid braking are adhesive braking.

[0047] The train uses a computer-controlled braking system, which has functions such as service braking, holding braking, emergency braking, safety braking and parking braking.

[0048] Safety braking is the coordinated braking of a train by means of wind resistance braking and hydraulic disc braking when the electric brake fails.

[0049] In the event of an electric brake failure, the safety brake serves as the last line of defense in the braking system to ensure the train stops safely, making its role particularly important.

[0050] During the low-speed acceleration phase, the high-speed superconducting electric maglev train can only retract its landing gear after accelerating to 100km / h-150km / h by relying on the running wheels to levitate the vehicle, and then gradually accelerate to 660km / h.

[0051] Under normal circumstances, during the high-speed deceleration phase, the train relies on electric braking to slow down to 150 km / h, then lowers the landing gear to support the vehicle, and travels using the running wheels installed on the landing gear. When the train slows down to 1 km / h using electric braking, the hydraulic braking system applies hydraulic disc braking to the disc brake device installed inside the wheel hub of the running wheel to bring it to a stop.

[0052] When the electric brake fails, the train can only stop safely by relying on wind resistance braking and hydraulic disc braking. However, hydraulic disc braking can only be applied after the running wheels are lowered through the landing gear.

[0053] Since wind resistance braking force is proportional to the square of speed and wind resistance braking does not pollute the environment, the advantage of relying on wind resistance braking force to implement safe braking at high speeds is particularly prominent.

[0054] The train consists of two lead cars and an intermediate car located between the two lead cars.

[0055] Firstly, this solution provides a braking system, including a first wind resistance braking device 1, a second wind resistance braking device 2, and a third wind resistance braking device 3. The first wind resistance braking device 1, the second wind resistance braking device 2, and the third wind resistance braking device 3 work together to achieve wind resistance braking of the train, ensuring the safe braking of the high-speed superconducting electric maglev train.

[0056] In the braking state, the first wind resistance braking device 1, the second wind resistance braking device 2, and the third wind resistance braking device 3 are all working; in the releasing state, the first wind resistance braking device 1, the second wind resistance braking device 2, and the third wind resistance braking device 3 are not working.

[0057] The lead car of the train is equipped with a first wind resistance braking device 1. Optionally, both lead cars of the train are equipped with a first wind resistance braking device 1.

[0058] The intermediate cars of the train are equipped with a second wind resistance braking device 2 and a third wind resistance braking device 3. Optionally, each intermediate car of the train is equipped with a second wind resistance braking device 2 and a third wind resistance braking device 3.

[0059] Please see Figure 1 and Figure 2 The second wind resistance braking device 2 is installed on the roof of the middle vehicle. The second wind resistance braking device 2 has a windward side and a leeward side. The windward side is the side facing the direction from which the wind blows, that is, the side directly exposed to the wind. The leeward side is the side away from the direction from which the wind blows, that is, the side that is not exposed to the wind and is blocked. A third wind resistance braking device 3 is installed on both the windward side and the leeward side of the second wind resistance braking device 2.

[0060] Continue reading Figure 1 and Figure 2 Along the length of the middle car, third wind resistance braking devices 3 are symmetrically arranged on both sides of the middle car. For example... Figure 1 and Figure 2 As shown, two third wind resistance braking devices 3 are symmetrically arranged on the windward side of the second wind resistance braking device 2, and two third wind resistance braking devices 3 are symmetrically arranged on the leeward side of the second wind resistance braking device 2. The third wind resistance braking devices 3 located on the windward and leeward sides of the second wind resistance braking device 2 are symmetrical with respect to the second wind resistance braking device 2. Optionally, the tilt angles of the third wind resistance braking devices 3 located on the windward and leeward sides of the second wind resistance braking device 2 are the same, and the distances between the third wind resistance braking devices 3 located on the windward and leeward sides of the second wind resistance braking device 2 and the second wind resistance braking device 2 are equal.

[0061] The third brake vane 31 of the third wind resistance braking device 3 is arranged at an angle relative to the vertical direction. Specifically, the third wind resistance braking device 3 located on the windward side of the second wind resistance braking device 2 is inclined towards the leeward side, and the third wind resistance braking device 3 located on the leeward side of the second wind resistance braking device 2 is inclined towards the windward side.

[0062] In braking mode, the third wind resistance braking device 3, located on the windward side of the second wind resistance braking device 2, is activated, while the third wind resistance braking device 3, located on the leeward side of the second wind resistance braking device 2, is deactivated. Figure 1 Taking the example shown, assuming the train is traveling in the right direction, the right side of the second wind resistance braking device 2 is the windward side, and the left side of the second wind resistance braking device 2 is the leeward side. Under braking conditions, the third wind resistance braking device 3 located on the right side of the second wind resistance braking device 2 is working, while the third wind resistance braking device 3 located on the left side of the second wind resistance braking device 2 is not working.

[0063] When the third wind resistance braking device 3 is working, the third brake wing 31 of the third wind resistance braking device 3 can provide braking force opposite to the direction of train travel. At the same time, the third brake wing 31 can guide the airflow, directing the airflow obliquely upward to the second wind resistance braking device 2, reducing the obstruction effect of the front second wind resistance braking device or the first wind resistance braking device on the rear second wind resistance braking device 2.

[0064] It should be noted that during wind resistance braking, the first wind resistance braking device 1, the second wind resistance braking device 2, and the third wind resistance braking device 3 are deployed, jointly providing braking force opposite to the direction of train travel; in the released state, the first wind resistance braking device 1, the second wind resistance braking device 2, and the third wind resistance braking device 3 are all retracted, no longer providing braking force opposite to the direction of train travel, and do not affect train operation.

[0065] In related technologies, in the direction of train travel, the brake vanes of the front braking device will have a blocking effect on the brake vanes of the rear braking device. Specifically, the front braking device first "cuts into" the airflow in front. After the airflow passes through the front braking device, a low-pressure wake region is generated behind the front braking device due to airflow separation. The characteristics of the airflow in the wake region are low speed, low energy, and chaotic flow field. The rear brake vanes are located in the wake region generated by the vanes of the front braking device. The airflow that the rear brake vanes can capture is the disturbed low-energy turbulence. For vanes that rely on "facing the wind" to generate drag, the decrease in the quality of the incoming flow directly leads to a significant reduction in their effectiveness. As a result, the drag coefficient of the rear brake vanes is much lower than that of the front brake vanes, affecting the braking force of the wind resistance braking device.

[0066] The braking system disclosed in this solution comprises a first drag braking device 1 that performs drag braking on the lead car, a second drag braking device 2 that performs drag braking on the top of the middle car, and a third drag braking device 3 that performs drag braking on the side of the middle car. The first drag braking device 1, the second drag braking device 2, and the third drag braking device 3 work together to perform drag braking. At the same time, the third drag braking device 3 works in coordination with the second drag braking device 2. The third drag braking device 3 can guide the airflow located in front of the second drag braking device 2, diagonally guiding the airflow upward to the second drag braking device 2, and re-integrating the airflow to form a high-quality, high-energy airflow in front of the second drag braking device 2. This reduces the impact on the drag coefficient of the second drag braking device 2 of each middle car and reduces the impact on the braking force of the braking system.

[0067] When the braking system is in operation, the second brake vane 21 of the second wind resistance braking device 2 deploys, and the third brake vane 31 deploys. Optionally, the projection of the third brake vane 31 along the length direction of the intermediate vehicle is located within the projection of the second brake vane 21 along the length direction of the intermediate vehicle. The third brake vane 31 increases the guidance of airflow towards the second brake vane 21, breaking the obstruction effect of the brake vane in front of the second brake vane 21 on the current brake vane.

[0068] For the first intermediate car, the second brake wing 21 of the first intermediate car breaks the first brake wing 21 of the lead car; for the second intermediate car, the second brake wing 21 of the second intermediate car breaks the first brake wing 21 of the lead car and the second brake wing 21 of the first intermediate car, and so on.

[0069] The overlapping area of ​​the projection of the third brake wing 31 along the length of the middle vehicle and the projection of the second brake wing 21 along the length of the middle vehicle can be adjusted by those skilled in the art according to actual needs, and no specific limitation is made here.

[0070] The projections of the third brake wing 31 and the second brake wing 21 along the length of the intermediate vehicle are both within the vehicle clearance range. The vehicle clearance range is the maximum external profile of the vehicle.

[0071] In some embodiments, such as Figures 7-10 As shown, the third wind resistance braking device 3 includes a third brake wing 31 and a lateral telescopic mechanism;

[0072] The third brake vane 31 is used to provide braking force opposite to the direction of train travel;

[0073] The lateral telescopic mechanism is connected to the third brake wing plate 31, and the lateral telescopic mechanism is used to drive the third brake wing plate 31 to unfold or retract.

[0074] The lateral telescopic mechanism drives the third brake wing 31 to deploy, and the third brake wing 31 provides braking force opposite to the direction of train travel; the lateral telescopic mechanism drives the third brake wing 31 to retract, and the third brake wing 31 does not provide braking force opposite to the direction of train travel.

[0075] In some embodiments, the lateral telescopic mechanism includes at least one third cylinder 33, which drives the third brake vane 31 to deploy or retract.

[0076] In other embodiments, the telescopic mechanism includes a third cylinder 33 and a guide assembly 32. The third cylinder 33 drives the third brake wing plate 31 to unfold or retract, and the guide assembly 32 guides the unfolding or retraction of the third brake wing plate 31, ensuring that the third brake wing plate 31 can unfold or retract along a set direction even under the action of wind resistance. In particular, during the unfolding process, this improves the stability of the third wind resistance braking device 3. Optionally, guide assemblies 32 are provided on both sides of the telescopic direction of the third cylinder 33.

[0077] Optionally, the cylinder block of the third cylinder 33 is connected to a pre-reserved installation interface in the high floor area of ​​the vehicle body.

[0078] The guide assembly 32 includes a slide rail 321 and a slider 322. The slide rail 321 is mounted on the body of the intermediate car, and the slider 322 is slidably mounted on the slide rail 321. The slider 322 is connected to the third brake wing plate 31 and the slider 322 is connected to the telescopic rod of the cylinder.

[0079] The lateral telescopic mechanism is not limited to the above embodiments, but may also be in other forms, all of which are within the scope of protection of this application.

[0080] The end of the third brake wing 31 furthest from the telescopic mechanism is arc-shaped, ensuring that after the third brake wing 31 is retracted, it matches the shape of the intermediate car body, improving the aesthetics of the train and not disrupting its streamlined shape.

[0081] The blocking effect of the front and rear second wind resistance braking devices 2 is improved, which not only effectively enhances the wind resistance braking force, but also improves the wheel disc braking performance.

[0082] The third aerodynamic braking device 3 is located on both sides of the second aerodynamic braking device 2, forming a certain angle with the vertical direction. When aerodynamic braking is applied, the third brake wing of the second aerodynamic braking device 2, located in the same area at the front of the second aerodynamic braking device 2 (relative to the direction of travel), unfolds and can perform the following functions: First, under the action of wind resistance, the third brake wing can provide braking force opposite to the direction of train travel, and at the same time, it can provide a vertically downward component force in the vertical direction. The vertically downward force can increase the vertically upward support force of the train landing gear support wheel, so that the deceleration of the wheel disc brake installed on the landing gear support wheel when braking is applied is significantly increased; Second, because the third brake wing can divert air obliquely upward to the second brake wing of the second aerodynamic braking device 2, it can effectively reduce the blocking effect of the second brake wing, increase the drag coefficient of the second aerodynamic braking device 2, and thus increase the braking force of the second aerodynamic braking device 2 of the entire train.

[0083] In some embodiments, such as Figures 3-6As shown, the first wind resistance braking device 1 includes a first brake vane 11 and a first hydraulic cylinder 12. The first hydraulic cylinder 12 is a hydraulic cylinder, which can provide a large supporting force to meet the load requirements.

[0084] The first brake wing 11 can provide braking force opposite to the direction of train travel, and the lower end of the first brake wing 11 is hinged to the front of the train.

[0085] The cylinder body of the first hydraulic cylinder 12 is hinged to the head car, and the telescopic rod of the first hydraulic cylinder 12 is hinged to the middle part of the first brake wing plate 11. It should be noted that the lower end and the middle part of the first brake wing plate 11 are both referenced to the vertical direction.

[0086] The first hydraulic cylinder 12 provides power for the movement of the first brake wing 11. In the braking state, the telescopic rod of the first hydraulic cylinder 12 extends, pushing the first brake wing 11 to an upright position; the telescopic rod of the first hydraulic cylinder 12 retracts, pulling the first brake wing 11 to lower it. Optionally, when the first brake wing 11 is lowered, it fits against the surface of the front of the vehicle. The shape of the first brake wing 11 is adapted to the surface shape of the front of the vehicle.

[0087] Please see Figure 5 Along the horizontal direction and the direction of train travel, the first wind resistance braking device 1 includes at least two first hydraulic cylinders 12, which operate simultaneously to drive the first brake wing plate 11 to unfold or retract. Optionally, the hinged positions of the first brake wing plate 11 and the train are located on both sides of the first hydraulic cylinders 12 to ensure the strength of the first wind resistance braking device 1.

[0088] The first hydraulic cylinder provides support force during both the erection and folding of the first brake wing plate 11, enabling the controlled erection and folding of the first brake wing plate 11.

[0089] The first wind resistance braking device 1 disclosed in this solution is an active wind resistance braking device. In the braking state, the telescopic rod of the first hydraulic cylinder 12 extends, pushing the first brake wing plate 11 into an upright state. During wind resistance braking, the first hydraulic cylinder 12 also continuously provides support force to the first brake wing plate 11, ensuring that the first wind resistance braking device 1 can stably and reliably perform wind resistance braking. In the state where braking is not required, the telescopic rod of the first hydraulic cylinder 12 retracts, pulling the first brake wing plate 11 from an upright state to a folded state, ensuring that the first brake wing plate 11 can be retracted without affecting train operation.

[0090] Optionally, at least two first wind resistance braking devices 1 are arranged along the circumference of the lead car. Specifically, the first wind resistance braking devices 1 are provided in the middle and on both sides of the lead car to increase the wind resistance braking area of ​​the first wind resistance braking devices 1 and improve the braking effect.

[0091] Optionally, the first hydraulic cylinder 12 is located on the leeward side of the first brake vane 11, ensuring that the first brake vane 11 can only stand upright under the action of the first hydraulic cylinder 12. Compared to the method in related technologies where the first brake vane 11 is upright by wind power, this method offers higher reliability and strength. Simultaneously, when the first brake vane 11 is lowered, the wind power can provide thrust to the first brake vane 11, assisting in its lowering. Optionally, the cylinder body of the first hydraulic cylinder 12 is connected to a pre-reserved mounting interface on the top of the lead car.

[0092] Due to the curved shape of the lead vehicle, there is no space to arrange a vertically lifting aerodynamic braking device at the curved end. If it were arranged at one end of the vehicle body connection, it would be no different from the arrangement of the adjacent side vehicle. The first aerodynamic braking device 1 in this solution adopts a folding aerodynamic braking device, which can successfully solve this problem.

[0093] The first wind resistance braking device 1 is not limited to the above embodiments, but may also be other structures, all of which are within the protection scope of this application.

[0094] In some embodiments, such as Figures 11-14 As shown, the second drag braking device 2 is a vertical drive drag braking device.

[0095] The vertical drive wind resistance braking device uses vertical drive brake vanes to raise and lower, thereby expanding or retracting the brake vanes.

[0096] Specifically, the vertical drive wind resistance braking device includes a second brake vane 21 and a second cylinder 22. The second cylinder 22 is used to drive the second brake vane 21 to move vertically up and down, so that the second brake vane 21 can be deployed or retracted.

[0097] The second brake vane 21 is capable of providing braking force in the opposite direction to the train's direction of travel;

[0098] The second cylinder 22 is connected to the second brake vane 21. The second cylinder 22 is used to drive the second brake vane 21 to rise or fall, so as to realize the deployment or retraction of the second brake vane 21.

[0099] The intermediate car has a mounting slot for raising and lowering the second brake wing 21, and the second cylinder 22 is also located in the mounting slot. The second cylinder 22 drives the second brake wing 21 to unfold the mounting slot, and the second brake wing 21 performs the braking function; the second cylinder 22 drives the second brake wing 21 to retract into the mounting slot, and the second brake wing 21 does not perform the braking function.

[0100] Optionally, the plane containing the second brake wing 21 is perpendicular to the length direction of the intermediate vehicle.

[0101] In some embodiments, the second brake wing 21 may be an arc-shaped brake wing adapted to the roof shape of the intermediate vehicle;

[0102] In other embodiments, the second brake wing 21 is a split brake wing, which includes a left wing 211, a right wing 212 and a middle wing 213. The left wing 211 corresponds to the left side of the middle vehicle, the right wing 212 corresponds to the right side of the middle vehicle, and the middle wing 213 is located between the left wing 211 and the right wing 212. The two ends of the middle wing 213 are respectively connected to the left wing 211 and the right wing 212.

[0103] This design makes the second brake wing plate 21 a split structure, which can reduce the stress on a single brake wing plate and extend the service life of the second brake wing plate 21.

[0104] In some embodiments, the second brake wing 21 may consist only of a left wing 211 and a right wing 212, with the space between the left wing 211 and the right wing 212 empty.

[0105] In other embodiments, the second braking vane 21 includes a left vane 211, a right vane 212, and a middle vane 213. The middle vane 213 is located between the left vane 211 and the right vane 212. Vertically, the length of the middle vane 213 is longer than that of the left vane 211 and the right vane 212. The middle vane 213 is connected to the upper ends of the left vane 211 and the right vane 212. A braking parachute 214 is disposed below the middle vane 213. Optionally, the left vane 211, the right vane 212, and the middle vane 213 are connected by bolts. The braking parachute 214 opens under the action of wind resistance.

[0106] Optionally, the left wing plate 211 is connected to the vertical drive mechanism, and the right wing plate 212 is also connected to the vertical drive mechanism. The vertical drive mechanism connected to the left wing plate 211 and the right wing plate 212 synchronously drives the left wing plate 211 and the right wing plate 212 to rise and fall, and the left wing plate 211 and the right wing plate 212 drive the middle wing plate 213 to rise and fall.

[0107] The brake parachute 214 is connected to the second brake wing plate 21 and rises and falls synchronously with the second brake wing plate 21.

[0108] The brake parachute 214 deploys as the intermediate vehicle unfolds with the second brake wing 21; the brake parachute 214 retracts as the intermediate vehicle retracts with the second brake wing 21. The brake parachute 214 utilizes the space below the intermediate wing 213 and between the left wing 211 and the right wing 212, maximizing space utilization, increasing the windward area of ​​the second wind resistance braking device 2, and effectively improving the wind resistance braking capability of the second wind resistance braking device 2.

[0109] The rigid vertical lifting wind resistance braking wing plate cooperates with the flexible brake umbrella 214 to effectively improve the wind resistance braking capability of the second wind resistance braking device 2.

[0110] The vertical drive mechanism includes a second cylinder 22 and a guide mechanism. The cylinder body of the second cylinder 22 is arranged on the high floor plane of the train body through the bottom support, and the telescopic end of the cylinder is connected to the second brake wing plate 21. The guide mechanism is a combination structure of guide rail and slider.

[0111] Brake parachute 214 has guide rails on both sides, and the brake parachute 214 moves along the guide rails. The second cylinder 22 drives the second brake wing plate 21 to move, and the second brake wing plate 21 drives the brake parachute 214 to move. After the brake parachute 214 moves along the guide rails to a preset position, it fully unfolds.

[0112] The brake parachute 214 includes a top traction rope, a middle traction rope, a bottom traction rope, and a slip ring. The first ends of the top and bottom traction ropes are fixedly connected to the brake parachute 214 guide rail. The second ends of the top and bottom traction ropes are connected to the brake parachute 214. The slip ring connects the brake parachute 214 guide rail and the middle traction rope, and drives the middle traction rope to move along the brake parachute 214 guide rail. Specifically, the middle traction rope engages with the brake parachute 214 guide rail via the slip ring and can move on the brake parachute 214 guide rail. The brake parachute 214 guide rail has an annular groove that engages with the slip ring. When the slip ring engages with the annular groove, the brake parachute 214 is in a fully deployed state.

[0113] In use, the middle wing plate 213 drives the brake parachute 214 to move upward. Under the action of the wind, the brake parachute 214 opens in the opposite direction of the train's movement. The top and bottom traction ropes of the brake parachute 214 are fixed on the brake parachute 214 guide rail. The slip ring connected to the middle traction rope moves along the brake parachute 214 guide rail under the action of wind resistance braking force. As the left wing plate 211 and the right wing plate 212 are fully raised, the slip ring finally cooperates with the pre-set annular groove on the brake parachute 214 guide rail, and the brake parachute 214 is fully deployed under the action of wind resistance.

[0114] In other embodiments, the second wind resistance braking device 2 has the same structure as the first wind resistance braking device 1.

[0115] The braking system disclosed in this solution makes full use of the installation space allowed by the cross section of the train and the side of the vehicle to arrange the wind resistance braking device, maximizes the use of installation space, increases the frontal area of ​​the wind resistance braking system, and improves the wind resistance braking force.

[0116] Alternatively, the air source for the second and third cylinders can be the train's air ducts, eliminating the need for separate air sources. Using the train's air ducts to supply air to the braking system reduces costs.

[0117] The air source for the aerodynamic braking system is readily available. High-speed superconducting electric maglev trains come equipped with their own hydraulic and pneumatic systems, and the air source for the aerodynamic braking system can be obtained through simple configuration.

[0118] Since the second wind resistance braking device 2 and the third wind resistance braking device 3 are located close to each other, the second cylinder and the third cylinder may optionally share the same air source.

[0119] Secondly, this application also discloses a train, including a braking system, which is the braking system described in any of the above-mentioned embodiments.

[0120] Since the braking system has the aforementioned technical effects, trains equipped with this braking system also have the same technical effects, which will not be elaborated further here.

[0121] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed, and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. The scope of this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described application concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A braking system, characterized in that, It includes a first wind resistance braking device (1), a second wind resistance braking device (2) and a third wind resistance braking device (3); The first wind resistance braking device (1) is installed in the head car of the train, and the second wind resistance braking device (2) and the third wind resistance braking device (3) are installed in the middle car of the train. The second wind resistance braking device (2) is located on the roof of the intermediate vehicle. The third wind resistance braking device (3) is provided on both the windward and leeward sides of the second wind resistance braking device (2). The third wind resistance braking device (3) is symmetrically arranged on both sides of the intermediate vehicle along the length direction of the intermediate vehicle. The third brake wing (31) of the third wind resistance braking device (3) is arranged at an angle relative to the vertical direction. The third brake wing (31) is used to guide the airflow obliquely upward to the second wind resistance braking device (2).

2. The braking system according to claim 1, characterized in that, When the third brake wing (31) and the second brake wing (21) of the second wind resistance braking device (2) are deployed, the projection portion of the third brake wing (31) along the length direction of the intermediate vehicle is located within the projection of the second brake wing (21) along the length direction of the intermediate vehicle. The projections of the third brake wing (31) and the second brake wing (21) along the length of the intermediate vehicle are both within the vehicle clearance range.

3. The braking system according to claim 1, characterized in that, The third brake wing (31) is deployed or retracted via a lateral telescopic mechanism; The lateral telescopic mechanism includes a guide assembly (32) and a third cylinder (33). The guide assembly (32) includes a slide rail (321) and a slider (322). The slide rail (321) is installed on the body of the intermediate vehicle. The slider (322) is slidably arranged on the slide rail (321). The slider (322) is connected to the third brake wing plate (31). The cylinder body of the third cylinder (33) is connected to the vehicle body, and the telescopic rod of the third cylinder (33) is connected to the third brake wing plate (31).

4. The braking system according to claim 1, characterized in that, The first wind resistance braking device (1) includes a first brake vane (11) and a first hydraulic cylinder (12); The lower end of the first brake wing (11) is hinged to the front of the train, and the first brake wing (11) is used to provide braking force opposite to the direction of travel of the train; The cylinder body of the first hydraulic cylinder (12) is hinged to the head car, and the telescopic rod of the first hydraulic cylinder (12) is hinged to the middle of the first brake wing plate (11). The first cylinder (12) is used to drive the first brake wing plate (11) to rotate around the hinge position between the first brake wing plate (11) and the train, so that the first brake wing plate (11) can be deployed or retracted.

5. The braking system according to claim 4, characterized in that, The first hydraulic cylinder (12) is located on the leeward side of the first brake vane (11).

6. The braking system according to claim 1, characterized in that, The second drag braking device (2) is a vertical drive drag braking device; The second wind resistance braking device (2) includes a second brake wing plate (21) and a second cylinder (22). The second cylinder (22) is used to drive the second brake wing plate (21) to rise and fall vertically, so that the second brake wing plate (21) can be deployed or retracted.

7. The braking system according to claim 6, characterized in that, The second brake wing (21) includes a left wing (211), a right wing (212) and a middle wing (213), with the two ends of the middle wing (213) connected to the upper ends of the left wing (211) and the right wing (212) respectively; The width of the middle wing plate (213) in the vertical direction is smaller than the width of the left wing plate (211) and the right wing plate (212). A brake parachute (214) is provided below the middle wing plate (213), and the two ends of the brake parachute (214) are respectively connected to the right wing plate (212) and the middle wing plate (213).

8. The braking system according to any one of claims 1-7, characterized in that, The air source for the second cylinder of the second wind resistance braking device (2) and the third cylinder (33) of the third wind resistance braking device (3) is the air pipe of the train.

9. The braking system according to claim 8, characterized in that, The second cylinder and the third cylinder share the same air source.

10. A train, characterized in that, Includes a braking system, wherein the braking system is the braking system according to any one of claims 1-9.

Images