Linked split-type windage brake device

Abstract

The present invention is a linkage split-type wind resistance brake device, comprising: a main body, the main body comprising a first wind resistance plate and a second wind resistance plate arranged in a split-type, an active braking part, comprising an active braking drive part, the active braking drive part can drive the first wind resistance plate and the second wind resistance plate to open in a linkage manner through a double-acting transmission structure; an isolation part, used to isolate the active braking part from the first wind resistance plate and / or the second wind resistance plate; a standby braking part, which lifts the first wind resistance plate and the second wind resistance plate to a certain angle when the active braking part or the double-acting transmission structure fails; a fault monitoring part, including a first proximity switch arranged at the first wind resistance plate and a second proximity switch at the second wind resistance plate. The wind resistance plates of the present invention are arranged in a linkage split-type, with a compact structure, and the isolation function is realized by the isolation part. The first wind resistance plate and the second wind resistance plate can be isolated in the event of a fault, so as to avoid the problem that the entire device cannot be opened once the transmission structure is stuck.

Description

Technical Field

[0001] The invention relates to the technical field of non-adhesion braking of high-speed trains, and in particular to a linked split-type windage braking device. Background Art

[0002] The principle of wind resistance braking is to use the relationship that air resistance is proportional to the square of speed and the windward area. By opening the wind resistance plate, the positive projection area of ​​the rail vehicle is increased, thereby increasing the air resistance and obtaining braking force.

[0003] At present, the classification of wind resistance brake devices is as follows: 1. According to the power source, it is divided into hydraulic drive, pneumatic drive, and electric drive; 2. According to the opening method, it is divided into lifting type and flap type. Among them, the lifting type is mainly arranged at the connection between the EMU carriages. Due to boundary restrictions, the structure is relatively simple. The flap type is mainly arranged on the top of the carriage. The space arrangement is larger, so there are many structural forms, which can be roughly summarized as follows: single-plate type and double-plate type, linkage type and non-linkage type, split type and back-opening type.

[0004] The Chinese invention patent with patent number CN 106882169 B discloses a train resistance bidirectional braking device, including two adjacent wind resistance braking units, each wind resistance braking unit includes its own wind wing plate and a rotating shaft, the rotating shaft is installed on the top of the train, the wind wing plate is installed on the rotating shaft and rotates around its own rotating shaft, the rotating shafts of the two wind resistance braking units are meshed and connected to form a linkage, and then the rotating shafts of the two wind resistance braking units are meshed and connected to form a linkage, and then the wind wing plates of the two wind resistance braking units are opened and closed in opposite directions at the same time.

[0005] The Chinese invention patent with patent number CN 109878473 B discloses a wind resistance brake device, which includes: a base and a brake plate, on which there is a first extension; a driving device that can control the brake plate to open or close, a first guide rail and a first slider thereon, the first slider having 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; a first electric lock is provided near the first end of the first guide rail; a second electric lock is provided near the second end; the first component also includes a control unit connected to the driving device, the first electric lock and the second electric lock; the control unit can control the operation of the driving device to drive the first extension to open or close the brake plate; the control unit can control the electric lock to limit or not limit the first protruding end.

[0006] The existing flap-type wind resistance brake device has the following problems: 1. For the linkage back-opening structure, since the two groups of wind resistance plates belong to the meshing linkage of two-axis gears, the entire device wastes a lot of vertical projection area of ​​the roof except for the two wind resistance plates. Moreover, once the rotating structure of one wind resistance plate fails, both wind resistance plates cannot be opened; 2. For the non-linked split-type or non-linked back-opening structure, since each wind resistance plate participates in the air resistance braking separately, more control logic and actuators are added. Moreover, the windward area must be kept consistent with the double-plate braking, which will inevitably increase the area of ​​the wind resistance plate and thus increase the volume of the device, wasting the roof space layout; 3. For the hydraulic or motor-driven power source, since the current EMU braking system uses compressed air as the power source, it is necessary to add a hydraulic station or transformer to the wind resistance brake device, wasting the space inside the EMU or the equipment compartment.

[0007] Therefore, the inventor, relying on his many years of experience and practice in related industries, proposes a linked double-opening windage brake device to overcome the defects of the prior art. Summary of the invention

[0008] The purpose of the present invention is to provide a linked and split windage brake device, in which the windage plates are arranged in a linked and split manner, have a compact structure and a small size, and realize an isolation function through an isolation part. In the event of a fault, the first windage plate and the second windage plate can be isolated, thereby avoiding the problem that the entire device cannot be opened once the transmission structure is stuck.

[0009] The object of the present invention is achieved by a linked split-type windage brake device, comprising:

[0010] The main body includes a first wind resistance plate and a second wind resistance plate which are arranged in a split manner.

[0011] An active braking unit, comprising an active braking driving unit, wherein the active braking driving unit can drive the first wind resistance plate and the second wind resistance plate to open in linkage through a double-acting transmission structure;

[0012] An isolation portion, used to isolate the active braking portion from the first wind resistance plate and / or the second wind resistance plate;

[0013] When the standby brake part, active brake part or double-acting transmission structure fails, the first wind baffle plate and the second wind baffle plate are lifted up to a certain angle;

[0014] The fault monitoring unit includes a first proximity switch arranged at the first wind resistance plate and a second proximity switch arranged at the second wind resistance plate.

[0015] In a preferred embodiment of the present invention, the double-acting transmission structure includes a rack, a main gear, a transmission shaft, a first bevel gear set, a first rotating shaft, a second bevel gear set and a second rotating shaft, the rack is connected to the active braking drive unit, the central axis of the transmission shaft and the rack are vertically arranged in space, the main gear is sleeved on the transmission shaft, and the main gear is meshed with the rack; the first bevel gear set includes a first transmission bevel gear and a first rotating bevel gear that are meshed with each other, the first transmission bevel gear is sleeved on the first end of the transmission shaft, the first rotating bevel gear is fixedly sleeved on the first rotating shaft, and the first rotating shaft is fixedly connected to the first wind resistance plate; the second bevel gear set includes a second transmission bevel gear and a second rotating bevel gear that are meshed with each other, the second transmission bevel gear is sleeved on the second end of the transmission shaft, the second rotating bevel gear is sleeved on the second rotating shaft, and the second rotating shaft is fixedly connected to the second wind resistance plate.

[0016] In a preferred embodiment of the present invention, the isolation part includes a first isolation sleeve, a first fork, a first hub, a first isolation drive part, a second isolation sleeve, a second fork, a second hub and a second isolation drive part; the first isolation sleeve can be circumferentially fixedly sleeved on the outer side of the first hub and the first transmission bevel gear so that the first transmission bevel gear can transmit torque, and the first isolation drive part can control the first isolation sleeve to axially move away from the first transmission bevel gear to isolate the first wind baffle plate through the first fork; the second isolation sleeve can be circumferentially fixedly sleeved on the outer side of the second hub and the second transmission bevel gear so that the second transmission bevel gear can transmit torque, and the second isolation drive part can control the second isolation sleeve to axially move away from the second transmission bevel gear to isolate the second wind baffle plate through the second fork.

[0017] In a preferred embodiment of the present invention, a first wheel sleeve extending toward the main gear is provided on the first transmission bevel gear, the first transmission bevel gear and the first wheel sleeve can be rotatably sleeved on the first end of the transmission shaft, a first wheel sleeve tooth is provided on the outer wall of the first wheel sleeve, the first shaft hub is fixedly sleeved on the transmission shaft and is located on the side of the first wheel sleeve close to the main gear, a first shaft hub tooth is provided on the outer wall of the first shaft hub, a first inner tooth is provided on the inner wall of the first isolation sleeve, and the first isolation sleeve can mesh with the first wheel sleeve tooth and the first shaft hub tooth through the first inner tooth; a first annular groove is provided on the outer wall of the first isolation sleeve, the first end of the first shift fork can be clamped in the first annular groove to shift the first isolation sleeve to move axially, and the second end of the first shift fork is connected to the first isolation driving part.

[0018] In a preferred embodiment of the present invention, a second wheel sleeve extending toward the main gear is provided on the second transmission bevel gear, the second transmission bevel gear and the second wheel sleeve can be rotatably sleeved on the second end of the transmission shaft, second wheel sleeve teeth are provided on the outer wall of the second wheel sleeve, the second shaft hub is fixedly sleeved on the transmission shaft and is located on the side of the second wheel sleeve close to the main gear, second shaft hub teeth are provided on the outer wall of the second shaft hub, second inner teeth are provided on the inner wall of the second isolation sleeve, and the first isolation sleeve can engage with the second wheel sleeve teeth and the second shaft hub teeth through the second inner teeth; a second annular groove is provided on the outer wall of the second isolation sleeve, the first end of the second shift fork can be clamped in the second annular groove to shift the second isolation sleeve to move axially, and the second end of the second shift fork is connected to the second isolation driving part.

[0019] In a preferred embodiment of the present invention, the first isolation driving portion and the second isolation driving portion are staggered, and the length of the second shift fork is greater than the length of the first shift fork.

[0020] In a preferred embodiment of the present invention, a first bearing is arranged between the first transmission bevel gear and the first end of the transmission shaft, and the first transmission bevel gear and the transmission shaft are both interference fit with the first bearing; a second bearing is arranged between the second transmission bevel gear and the second end of the transmission shaft, and the second transmission bevel gear and the transmission shaft are both interference fit with the second bearing.

[0021] In a preferred embodiment of the present invention, the first isolation driving part and the second isolation driving part are single-acting cylinders.

[0022] In a preferred embodiment of the present invention, the active braking drive unit is a double-acting cylinder, which includes a double-acting cylinder barrel and a double-acting cylinder rod. The double-acting cylinder rod can reciprocate along the double-acting cylinder barrel, and the double-acting cylinder rod is fixedly connected to the rack.

[0023] In a preferred embodiment of the present invention, the main body includes a base plate, and a first bearing seat and a second bearing seat are arranged on the base plate, the first rotating shaft is rotatably passed through the first bearing seat, and the second rotating shaft is rotatably passed through the second bearing seat.

[0024] In a preferred embodiment of the present invention, a first hinge is fixedly mounted on the first rotating shaft, and the first hinge is fixedly connected to the first wind baffle plate; a second hinge is fixedly mounted on the second rotating shaft, and the second hinge is fixedly connected to the second wind baffle plate.

[0025] In a preferred embodiment of the present invention, the backup brake unit includes a first backup cylinder and a second backup cylinder, the first backup cylinder is used to push the first wind resistance plate open to a set angle, and the second backup cylinder is used to push the second wind resistance plate open to a set angle.

[0026] As described above, the linked split-type windage brake device of the present invention has the following beneficial effects:

[0027] In the linked split-type wind resistance brake device of the present invention, the first wind resistance plate and the second wind resistance plate are arranged in a linked split-type structure. This structural form saves a lot of roof space compared with the linked back-opening structure, and has the advantages of compact structure and small size. At the same time, it saves a part of the execution structure and control logic compared with the non-linked split-type structure. The linked split-type wind resistance brake device of the present invention no longer adopts the hard connection method of the previous linked structure, but realizes the isolation and matching functions of the transmission structure by adding bearings to the bevel gear of the transmission shaft and adding an isolation sleeve to the transmission shaft. The isolation function is realized by the isolation part. When the active braking part occurs or the double-acting transmission structure fails, the first wind resistance plate and the second wind resistance plate can be isolated, thereby avoiding the problem that the entire device cannot be opened once the double-acting transmission structure is stuck. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The following drawings are only intended to illustrate and explain the present invention, and are not intended to limit the scope of the present invention.

[0029] in:

[0030] Figure 1 : is an isometric schematic diagram of the linked split-type windage brake device of the present invention.

[0031] Figure 2 : It is a top view of the linked double-opening wind resistance braking device of the present invention.

[0032] Figure 3 : is a schematic diagram of the connection between the isolation part and the transmission shaft of the present invention.

[0033] In the figure:

[0034] 100. Linked split-type windage brake device;

[0035] 1. Main body; 11. First wind baffle plate; 12. Second wind baffle plate; 13. Bottom plate; 14. First bearing seat; 15. Second bearing seat; 16. First hinge; 17. Second hinge;

[0036] 2. Active braking unit; 21. Active braking driving unit; 22. Rack; 23. Main gear; 24. Transmission shaft; 25. First bevel gear set; 251. First transmission bevel gear; 2511. First wheel sleeve; 252. First rotating bevel gear; 26. First rotating shaft; 27. Second bevel gear set; 271. Second transmission bevel gear; 272. Second rotating bevel gear; 28. Second rotating shaft; 29. ​​First bearing;

[0037] 3. Isolation part; 31. First isolation sleeve; 311. First ring groove; 32. First fork; 33. First shaft hub; 331. First shaft hub tooth; 34. First isolation drive part; 35. Second isolation sleeve; 36. Second fork; 37. Second shaft hub; 38. Second isolation drive part;

[0038] 41. First spare cylinder; 42. Second spare cylinder;

[0039] 51. A first proximity switch; 52. A second proximity switch. DETAILED DESCRIPTION

[0040] In order to have a clearer understanding of the technical features, purposes and effects of the present invention, specific embodiments of the present invention are now described with reference to the accompanying drawings.

[0041] The specific embodiments of the present invention described herein are only used to explain the purpose of the present invention and cannot be understood as limiting the present invention in any way. Under the guidance of the present invention, technicians can conceive of any possible variations based on the present invention, which should be considered to belong to the scope of the present invention. It should be noted that when an element is referred to as "arranged on" another element, it can be directly on the other element or there can also be a central 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 a central element at the same time. The terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a mechanical connection or an electrical connection, or it can be the internal communication of two elements, it can be directly connected, or it can be indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to the specific circumstances. The terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used herein are only for illustrative purposes and do not represent the only implementation method.

[0042] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0043] like Figures 1 to 3 As shown, the present invention provides a linked split-type windage brake device 100, comprising:

[0044] The main body 1 includes a first wind baffle plate 11 and a second wind baffle plate 12 which are arranged in a split type; the first wind baffle plate 11 and the second wind baffle plate 12 are emergency brake execution components. When the train applies emergency brakes, the first wind baffle plate 11 and the second wind baffle plate 12 open to provide a certain amount of air resistance to participate in train braking.

[0045] The active braking unit 2 includes an active braking driving unit 21, and the active braking driving unit 21 can drive the first wind resistance plate 11 and the second wind resistance plate 12 to open in linkage through a double-acting transmission structure;

[0046] An isolation portion 3, used to isolate the active braking portion 2 from the first wind resistance plate 11 and / or the second wind resistance plate 12;

[0047] When the standby brake part, the active brake part 2 or the double-acting transmission structure fails, the first wind resistance plate 11 and the second wind resistance plate 12 are lifted up to a certain angle; the standby brake part can push the wind resistance plate open to a certain angle in an isolated state, so as to open the windward wind resistance plate.

[0048] The fault monitoring unit includes a first proximity switch 51 provided at the first wind baffle plate 11 and a second proximity switch 52 provided at the second wind baffle plate 12. The first proximity switch 51 and the second proximity switch 52 are the main components of the fault monitoring unit, a Hall element, and are mainly used to monitor the opening and closing states of the first wind baffle plate 11 and the second wind baffle plate 12. When the train applies emergency braking, the proximity switches (the first proximity switch 51 and the second proximity switch 52) are used to determine whether the two wind baffle plates (the first wind baffle plate 11 and the second wind baffle plate 12) are open. If not, the isolation function is activated first and then the standby brake is applied.

[0049] In the linked split-open wind resistance brake device of the present invention, the first wind resistance plate and the second wind resistance plate are arranged in a linked split-open type. Compared with the linked back-opening structure, this structural form saves a lot of roof space and has the advantages of compact structure and small size. At the same time, compared with the non-linked split-opening structure, it saves a part of the execution structure and control logic. The linked split-open wind resistance brake device of the present invention no longer adopts the hard connection method of the previous linked structure, and realizes the isolation function through the isolation part. When the active braking part occurs or the double-acting transmission structure fails, the first wind resistance plate and the second wind resistance plate can be isolated, thereby avoiding the problem that the entire device cannot be opened once the double-acting transmission structure is stuck.

[0050] Further, if Figure 1 , Figure 2 , Figure 3As shown, the double-acting transmission structure includes a rack 22, a main gear 23, a transmission shaft 24, a first bevel gear set 25, a first rotating shaft 26, a second bevel gear set 27 and a second rotating shaft 28. The rack 22 is connected to the active brake drive unit 21, and the central axis of the transmission shaft is vertically arranged with the rack 22 in space. The main gear 23 is sleeved on the transmission shaft 24, and the main gear 23 is meshed with the rack 22; the first bevel gear set 25 includes a first transmission bevel gear 251 and a first rotating bevel gear 252 that mesh with each other, and the first transmission bevel gear 251 is sleeved on the transmission shaft 24. At the first end of the transmission shaft, the first rotating bevel gear 252 is fixedly sleeved on the first rotating shaft 26, and the first rotating shaft 26 is fixedly connected to the first wind resistance plate 11. The first rotating shaft 26 opens and closes the first wind resistance plate 11 by rotating; the second bevel gear set 27 includes a second transmission bevel gear 271 and a second rotating bevel gear 272 that are meshed with each other, the second transmission bevel gear 271 is sleeved on the second end of the transmission shaft, the second rotating bevel gear 272 is sleeved on the second rotating shaft 28, and the second rotating shaft 28 is fixedly connected to the second wind resistance plate 12.

[0051] The main gear 23 is a cylindrical gear, which meshes with the rack 22 to convert the linear motion of the rack 22 into the rotation of the transmission shaft 24 .

[0052] The transmission shaft 24 finally transmits the driving force to the first wind resistance plate 11 and the second wind resistance plate 12 by rotating.

[0053] The double-acting transmission structure may also adopt a worm gear meshing structure. When the train applies emergency braking, the active brake drive unit 21 controls the first wind resistance plate 11 and the second wind resistance plate 12 to open in linkage through the double-acting transmission structure.

[0054] Further, if Figure 3 As shown, the isolation part 3 includes a first isolation sleeve 31, a first shift fork 32, a first shaft hub 33, a first isolation driving part 34, a second isolation sleeve 35, a second shift fork 36, a second shaft hub 37 and a second isolation driving part 38; the first isolation sleeve 31 can be circumferentially fixedly sleeved on the outer side of the first shaft hub 33 and the first transmission bevel gear 251 so that the first transmission bevel gear 251 can transmit torque, and the first isolation driving part 34 can control the first isolation sleeve 31 to axially move away from the first transmission bevel gear 251 through the first shift fork 32 to isolate the first wind resistance plate 11; the second isolation sleeve 35 can be circumferentially fixedly sleeved on the outer side of the second shaft hub 37 and the second transmission bevel gear 271 so that the second transmission bevel gear 271 can transmit torque, and the second isolation driving part 38 can control the second isolation sleeve 35 to axially move away from the second transmission bevel gear 271 through the second shift fork 36 to isolate the second wind resistance plate 12. Due to the isolation and matching functions of the isolation part, when a wind resistance plate has a transmission structure failure, the other wind resistance plate can work independently.

[0055] Further, if Figure 3 As shown, a first wheel sleeve 2511 extending toward the main gear is provided on the first transmission bevel gear 251, the first transmission bevel gear 251 and the first wheel sleeve 2511 can be rotatably sleeved on the first end of the transmission shaft 24, a first wheel sleeve tooth is provided on the outer wall of the first wheel sleeve 2511, and a first shaft hub 33 is fixedly sleeved on the transmission shaft 24 and is located on the side of the first wheel sleeve close to the main gear. In this embodiment, the first shaft hub 33 is connected to the transmission shaft 24 through a spline structure, and mainly bears a circumferential load. The first shaft hub 33 can rotate synchronously with the transmission shaft and transmit torque; a first shaft hub tooth 331 is provided on the outer wall of the first shaft hub 33, and a first internal tooth is provided on the inner wall of the first isolation sleeve 31. The first isolation sleeve 31 can mesh with the first wheel sleeve tooth and the first shaft hub tooth 331 through the first internal tooth, and the first isolation sleeve 31 matches or isolates the first shaft hub 33 and the first transmission bevel gear 251 through the first internal tooth;

[0056] A first annular groove 311 is provided on the outer wall of the first isolation sleeve 31, and the first end of the first fork 32 can be locked in the first annular groove to drive the first isolation sleeve 31 to move axially, and the second end of the first fork 32 is connected to the first isolation driving part 34, and the first isolation driving part 34 controls the first isolation sleeve 31 to move axially away from the first transmission bevel gear 251 through the first fork 32 to isolate the first wind resistance plate 11. The first isolation driving part 34 (single-acting cylinder) controls the first isolation sleeve 31 through the first fork 32 to realize the isolation function.

[0057] When the train applies emergency brakes, the first isolation sleeve 31 is sleeved on the outside of the first wheel sleeve 2511 and the first shaft hub 33, the first internal teeth are engaged with the first wheel sleeve teeth and the first shaft hub teeth 331 at the same time, the first transmission bevel gear 251 and the first wheel sleeve 2511 are circumferentially fixed relative to the transmission shaft 24, and the torque of the transmission shaft can be transmitted to the first rotating bevel gear 252 through the first transmission bevel gear 251.

[0058] When the fault monitoring unit determines that the active braking unit or the double-acting transmission structure has a fault, the active braking unit needs to be isolated. The first isolation driving unit 34 controls the first isolation sleeve 31 to axially move away from the first transmission bevel gear 251 through the first fork 32. The first transmission bevel gear 251 is circumferentially free relative to the transmission shaft 24. The standby braking unit lifts the first wind resistance plate 11, and the first rotating bevel gear 252 drives the first transmission bevel gear 251 to rotate, and no torque is transmitted.

[0059] The first shift fork 32 axially reciprocates relative to the transmission shaft 24 through the first isolation driving part 34 . The first shift fork 32 is a semicircular structure, and the first isolation sleeve 31 is moved by the semicircular structure to achieve a mating or isolation state.

[0060] Further, if Figure 3As shown, a second wheel sleeve extending toward the main gear direction is provided on the second transmission bevel gear 271, the second transmission bevel gear and the second wheel sleeve can be rotatably sleeved on the second end of the transmission shaft, a second wheel sleeve tooth is provided on the outer wall of the second wheel sleeve, the second shaft hub is fixedly sleeved on the transmission shaft and is located on the side of the second wheel sleeve close to the main gear, a second shaft hub tooth is provided on the outer wall of the second shaft hub 37, a second shaft hub tooth is provided on the inner wall of the second isolation sleeve 35, and the first isolation sleeve can mesh with the second wheel sleeve tooth and the second shaft hub tooth through the second inner tooth; a second annular groove is provided on the outer wall of the second isolation sleeve, the first end of the second fork 36 can be clamped in the second annular groove to shift the second isolation sleeve to move axially, and the second end of the second fork 36 is connected to the second isolation driving part 38, and the second isolation driving part 38 controls the second isolation sleeve 35 to move axially away from the second transmission bevel gear 271 through the second fork 36 to isolate the second wind resistance plate 12. The connection state and working process of the second isolation sleeve 35 , the second fork 36 , the second hub 37 and the second isolation driving part 38 are the same as those of the first isolation sleeve 31 , the first fork 32 , the first hub 33 and the first isolation driving part 34 .

[0061] Further, if Figure 1 , Figure 2 , Figure 3 As shown, the first isolation driving portion 34 and the second isolation driving portion 38 are staggered, and the length of the second shift fork 36 is greater than the length of the first shift fork 32 .

[0062] Further, if Figure 3 As shown, a first bearing 29 is arranged between the first transmission bevel gear 251 and the first end of the transmission shaft 24, and both the first transmission bevel gear 251 and the transmission shaft 24 have an interference fit with the first bearing; a second bearing is arranged between the second transmission bevel gear 271 and the second end of the transmission shaft, and both the second transmission bevel gear 271 and the transmission shaft 24 have an interference fit with the second bearing.

[0063] When the isolation portion is in the isolation state, the first rotating bevel gear 252 drives the first transmission bevel gear 251 to rotate, and the second rotating bevel gear 272 drives the second transmission bevel gear 271 to rotate, and no torque is transmitted.

[0064] In this embodiment, the first isolation driving part 34 and the second isolation driving part 38 are single-acting cylinders, which use compressed air as a power source. The single-acting cylinder is a driving mechanism of the isolation part, and the reciprocating push-pull action of the first fork 32 and the second fork 36 is achieved by supplying air in one direction to the single-acting cylinder and returning the spring (existing technology).

[0065] Furthermore, the active brake driving unit 21 is a double-acting cylinder, which uses compressed air as a power source. The double-acting cylinder includes a double-acting cylinder barrel and a double-acting cylinder rod. The double-acting cylinder rod can reciprocate along the double-acting cylinder barrel, and the double-acting cylinder rod is fixedly connected to the rack. The double-acting cylinder is the driving mechanism of the active brake unit, and the reciprocating action on the rack 22 is achieved by supplying air to the double-acting cylinder in two directions.

[0066] The active braking part 2 can be converted into a driving and transmission mode in which an electric motor drives the main gear or a pneumatic motor drives the main gear.

[0067] Further, if Figure 1 , Figure 2 As shown, the main body 1 includes a base plate 13, which is a sheet metal part and mainly plays the role of bearing and fixed installation; a first bearing seat 14 and a second bearing seat 15 are arranged on the base plate 13, a first rotating shaft 26 is rotatably passed through the first bearing seat 14, and a second rotating shaft 28 is rotatably passed through the second bearing seat 15.

[0068] Further, if Figure 1 , Figure 2 As shown, the first hinge 16 is fixedly mounted on the first rotating shaft 26, and the first hinge 16 is fixedly connected to the first wind resistance plate 11; one end of the first hinge 16 is fixed to the first rotating shaft 26 by a key, and the other end is fixed to the first wind resistance plate 11 by a bolt; the second hinge 17 is fixedly mounted on the second rotating shaft 28, and the second hinge 17 is fixedly connected to the second wind resistance plate 12, one end of the second hinge 17 is fixed to the second rotating shaft 28 by a key, and the other end is fixed to the second wind resistance plate 12 by a bolt.

[0069] Further, if Figure 1 , Figure 2 As shown, the backup brake unit includes a first backup cylinder 41 and a second backup cylinder 42. The first backup cylinder 41 is used to push the first wind resistance plate 11 to a set angle, and the second backup cylinder 42 is used to push the second wind resistance plate 12 to a set angle.

[0070] The first backup cylinder 41 and the second backup cylinder 42 are single-acting cylinders, which use compressed air as the power source. The first backup cylinder and the second backup cylinder are the driving mechanism of the backup brake part. By supplying air in one direction and returning the spring to the single-acting cylinder, the wind resistance plate (the first wind resistance plate 11 and the second wind resistance plate 12) can be pushed open to a certain angle in the isolated state, thereby opening the windward side wind resistance plate (the first wind resistance plate 11 and the second wind resistance plate 12).

[0071] When the fault monitoring unit determines that a fault occurs in the gear meshing of the active braking unit or the double-acting transmission structure, the isolation unit first isolates the two wind resistance plates (the first wind resistance plate 11 and the second wind resistance plate 12), and then the backup braking unit lifts the two wind resistance plates (the first wind resistance plate 11 and the second wind resistance plate 12) to a certain angle to open the wind resistance plate on the windward side.

[0072] The linked double-opening windage brake device 100 of the present invention comprises a main braking function, an isolation function and a backup braking function.

[0073] Main braking function: Under normal conditions, the first isolation sleeve 31 is sleeved on the outside of the first wheel sleeve 2511 and the first shaft hub 33, the second isolation sleeve 35 is sleeved on the outside of the second wheel sleeve and the second shaft hub 37, and the first transmission bevel gear 251 and the second transmission bevel gear 271 are fixed circumferentially relative to the transmission shaft 24;

[0074] When the train applies emergency brakes, the active brake drive unit 21 (double-acting cylinder) is inflated, and the rack 22 fixedly connected to the cylinder rod drives the main gear 23 (cylindrical gear) to rotate, thereby driving the transmission shaft 24 to rotate, and the torque of the transmission shaft 24 is transmitted to the first rotating shaft 26 and the second rotating shaft 28 through the first bevel gear set 25 and the second bevel gear set 27 respectively, and finally the torque is transmitted through the first hinge 16 and the second hinge 17 to open the first wind resistance plate 11 and the second wind resistance plate 12;

[0075] When the train stops, the active brake drive unit 21 (double-acting cylinder) is inflated in reverse, and the first wind resistance plate 11 and the second wind resistance plate 12 are closed in the same way.

[0076] Isolation function: When the train applies brakes, the proximity switches (the first proximity switch 51 and the second proximity switch 52) detect that the wind resistance plates (the first wind resistance plates 11 and the second wind resistance plates 12) are not opened. At this time, it is judged that the active braking drive unit 21 (double-acting cylinder) has failed or the double-acting transmission structure (gear rack meshing) has failed. The first isolation drive unit 34 controls the first isolation sleeve 31 to axially move away from the first transmission bevel gear 251 through the first fork 32, and the first transmission bevel gear 251 and the first shaft hub 33 are isolated. The second isolation drive unit 38 controls the second isolation sleeve 35 to axially move away from the second transmission bevel gear 271 through the second fork 36, and the second transmission bevel gear 271 and the second shaft hub 37 are isolated.

[0077] Backup brake function: When the linkage split-type wind resistance brake device 100 starts the isolation function, the first backup cylinder 41 and the second backup cylinder 42 of the backup brake part work, the first backup cylinder 41 pushes the first wind resistance plate 11 to a set angle, and the second backup cylinder 42 pushes the second wind resistance plate 12 to a set angle, at this time, the wind resistance plate on the windward side (the first wind resistance plate 11 or the second wind resistance plate 12) will be opened by the running wind. When the train stops, the wind resistance plate (the first wind resistance plate 11 or the second wind resistance plate 12) is closed by its own gravity.

[0078] As described above, the linked split-type windage brake device of the present invention has the following beneficial effects:

[0079] In the linked split-type wind resistance brake device of the present invention, the first wind resistance plate and the second wind resistance plate are arranged in a linked split-type structure. This structural form saves a lot of roof space compared with the linked back-opening structure, and has the advantages of compact structure and small size. At the same time, it saves a part of the execution structure and control logic compared with the non-linked split-type structure. The linked split-type wind resistance brake device of the present invention no longer adopts the hard connection method of the previous linked structure, but realizes the isolation and matching functions of the transmission structure by adding bearings to the bevel gear of the transmission shaft and adding an isolation sleeve to the transmission shaft. The isolation function is realized by the isolation part. When the active braking part occurs or the double-acting transmission structure fails, the first wind resistance plate and the second wind resistance plate can be isolated, thereby avoiding the problem that the entire device cannot be opened once the double-acting transmission structure is stuck.

[0080] The above description is only an illustrative embodiment of the present invention and is not intended to limit the scope of the present invention. Any equivalent changes and modifications made by any person skilled in the art without departing from the concept and principle of the present invention shall fall within the scope of protection of the present invention.

Claims

1. A linked split-type windage brake device, characterized in that: include, The main body includes a first wind baffle plate and a second wind baffle plate which are arranged in a split manner. An active braking unit, comprising an active braking driving unit, wherein the active braking driving unit can drive the first wind resistance plate and the second wind resistance plate to open in linkage through a double-acting transmission structure; An isolation portion, used to isolate the active braking portion from the first wind resistance plate and / or the second wind resistance plate; When the standby brake part, active brake part or double-acting transmission structure fails, the first wind baffle plate and the second wind baffle plate are lifted up to a certain angle; A fault monitoring unit includes a first proximity switch disposed at the first wind baffle plate and a second proximity switch disposed at the second wind baffle plate; The double-acting transmission structure includes a rack, a main gear, a transmission shaft, a first bevel gear set, a first rotating shaft, a second bevel gear set and a second rotating shaft, the rack is connected to the active braking drive part, the central axis of the transmission shaft and the rack are vertically arranged in space, the main gear is sleeved on the transmission shaft, and the main gear is meshed with the rack; the first bevel gear set includes a first transmission bevel gear and a first rotating bevel gear that are meshed with each other, the first transmission bevel gear is sleeved on the first end of the transmission shaft, the first rotating bevel gear is fixedly sleeved on the first rotating shaft, and the first rotating shaft is fixedly connected to the first wind resistance plate; the second bevel gear set includes a second transmission bevel gear and a second rotating bevel gear that are meshed with each other, the second transmission bevel gear is sleeved on the second end of the transmission shaft, the second rotating bevel gear is sleeved on the second rotating shaft, and the second rotating shaft is fixedly connected to the second wind resistance plate; The isolation part includes a first isolation sleeve, a first shift fork, a first shaft hub, a first isolation drive part, a second isolation sleeve, a second shift fork, a second shaft hub and a second isolation drive part; the first isolation sleeve can be circumferentially fixedly sleeved on the outer side of the first shaft hub and the first transmission bevel gear so that the first transmission bevel gear can transmit torque, and the first isolation drive part can control the first isolation sleeve to axially move away from the first transmission bevel gear through the first shift fork to isolate the first wind resistance plate; the second isolation sleeve can be circumferentially fixedly sleeved on the outer side of the second shaft hub and the second transmission bevel gear so that the second transmission bevel gear can transmit torque, and the second isolation drive part can control the second isolation sleeve to axially move away from the second transmission bevel gear through the second shift fork to isolate the second wind resistance plate; A first bearing is arranged between the first transmission bevel gear and the first end of the transmission shaft, and both the first transmission bevel gear and the transmission shaft have an interference fit with the first bearing; a second bearing is arranged between the second transmission bevel gear and the second end of the transmission shaft, and both the second transmission bevel gear and the transmission shaft have an interference fit with the second bearing.

2. The linked split-type windage brake device according to claim 1, characterized in that: A first wheel sleeve extending toward the main gear is provided on the first transmission bevel gear, the first transmission bevel gear and the first wheel sleeve can be rotatably sleeved on the first end of the transmission shaft, a first wheel sleeve tooth is provided on the outer wall of the first wheel sleeve, the first shaft hub is fixedly sleeved on the transmission shaft and is located on the side of the first wheel sleeve close to the main gear, a first shaft hub tooth is provided on the outer wall of the first shaft hub, a first inner tooth is provided on the inner wall of the first isolation sleeve, and the first isolation sleeve can mesh with the first wheel sleeve tooth and the first shaft hub tooth through the first inner tooth; a first annular groove is provided on the outer wall of the first isolation sleeve, the first end of the first shift fork can be clamped in the first annular groove to shift the first isolation sleeve to move axially, and the second end of the first shift fork is connected to the first isolation driving part.

3. The linked split-type windage brake device according to claim 1, characterized in that: The second transmission bevel gear is provided with a second wheel sleeve extending toward the main gear direction, the second transmission bevel gear and the second wheel sleeve can be rotatably sleeved on the second end of the transmission shaft, second wheel sleeve teeth are provided on the outer wall of the second wheel sleeve, the second shaft hub is fixedly sleeved on the transmission shaft and is located on the side of the second wheel sleeve close to the main gear, second shaft hub teeth are provided on the outer wall of the second shaft hub, second internal teeth are provided on the inner wall of the second isolation sleeve, and the first isolation sleeve can mesh with the second wheel sleeve teeth and the second shaft hub teeth through the second internal teeth; a second annular groove is provided on the outer wall of the second isolation sleeve, the first end of the second shift fork can be clamped in the second annular groove to shift the second isolation sleeve to move axially, and the second end of the second shift fork is connected to the second isolation driving part.

4. The linked split-type windage brake device according to claim 1, characterized in that: The first isolation driving portion and the second isolation driving portion are staggered, and the length of the second fork is greater than the length of the first fork.

5. The linked split-type windage brake device according to claim 1, characterized in that: The first isolation drive unit and the second isolation drive unit are single-acting cylinders.

6. The linked split-type windage brake device according to claim 1, characterized in that: The active brake driving part is a double-acting cylinder, which includes a double-acting cylinder barrel and a double-acting cylinder rod. The double-acting cylinder rod can reciprocate along the double-acting cylinder barrel, and the double-acting cylinder rod is fixedly connected to the rack.

7. The linked split-type windage brake device according to claim 1, characterized in that: The main body includes a bottom plate, a first bearing seat and a second bearing seat are arranged on the bottom plate, the first rotating shaft is rotatably passed through the first bearing seat, and the second rotating shaft is rotatably passed through the second bearing seat.

8. The linked split-type windage brake device according to claim 7, characterized in that: A first hinge is fixedly sleeved on the first rotating shaft, and the first hinge is fixedly connected to the first wind resistance plate; a second hinge is fixedly sleeved on the second rotating shaft, and the second hinge is fixedly connected to the second wind resistance plate.

9. The linked split-type windage brake device according to claim 1, characterized in that: The backup brake unit includes a first backup cylinder and a second backup cylinder, wherein the first backup cylinder is used to push the first wind resistance plate open to a set angle, and the second backup cylinder is used to push the second wind resistance plate open to a set angle.

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