Flow resistance braking device for high-speed maglev train based on low-pressure pipeline

Abstract

The application belongs to the technical field of magnetic suspension braking devices, and particularly relates to a flow resistance braking device of a high-speed magnetic suspension train based on a low-pressure pipeline; the device comprises a braking paddle arranged at the bottom of a vehicle body, the braking paddle being capable of being displaced in the vertical direction; a fluid channel is arranged on a track and is located below the braking paddle, and a fluid cavity with an upper opening is formed in the fluid channel; the fluid cavity is filled with a fluid working medium, the braking paddle is immersed in the fluid working medium, and the braking paddle and the fluid working medium are in contact to generate fluid resistance, thereby providing braking force for the vehicle body; the fluid channel is arranged on the track, and when the train needs to be braked, the braking paddle is lowered into the fluid channel, thereby realizing flow resistance braking; the device has large braking force, good regulation and control performance, and extremely low energy consumption, and almost no heating problem exists, so that the safety braking problem of the low-pressure pipeline high-speed magnetic suspension train can be solved.

Description

Technical Field

[0001] This invention belongs to the technical field of magnetic levitation braking devices, and particularly relates to a flow resistance braking device for high-speed magnetic levitation trains based on low-pressure pipelines. Background Technology

[0002] With the development of science and technology, human beings have increasingly higher demands for speed, and the operating speeds of high-speed rail and high-speed maglev are constantly increasing. High-speed maglev technology is a relatively new high-speed transportation technology. In recent years, with the rapid development of my country's 600 km / h high-speed maglev technology, a surge of research on high-speed maglev technology has emerged in China, such as super high-speed rail, 1000 km / h, 2000 km / h, and even 4000 km / h low-pressure pipeline high-speed maglev technology.

[0003] When trains operate at such high speeds, operational safety becomes even more critical, representing the most crucial step in the ultimate success of this technology. For high-speed and ultra-high-speed maglev trains, a completely independent safety braking system is required to ensure safe operation.

[0004] Given the current level of technological development, wind resistance braking or eddy current braking are commonly used. For wind resistance braking, because the train runs in a low-pressure pipeline where the air is extremely thin, the wind resistance braking force is minimal, rendering this braking technology ineffective. For eddy current braking, the system's high heat output leads to severe temperature rise in the coils and tracks. Because the train runs in a low-pressure pipeline where the air is extremely thin, the heat cannot dissipate, significantly limiting the braking performance of eddy current braking and making it unable to meet the train's braking requirements.

[0005] To solve the safety braking problem of high-speed maglev trains with low-pressure pipelines, it is urgent to develop a new braking technology. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides a flow resistance braking device for high-speed maglev trains based on low-pressure pipelines, which has high braking force, good control performance, and almost no heat generation problem.

[0007] This invention provides a flow resistance braking device for a high-speed maglev train based on a low-pressure pipeline, comprising:

[0008] A brake paddle is installed at the bottom of the vehicle body, and the brake paddle is capable of vertical displacement;

[0009] A fluid channel is installed on the track, located below the brake paddle, and a fluid cavity with an upper opening is formed inside the fluid channel;

[0010] in,

[0011] The fluid cavity is filled with a fluid working medium, and the brake paddle is immersed in the fluid working medium. The brake paddle comes into contact with the fluid working medium and generates fluid resistance, which provides braking force to the vehicle body.

[0012] The flow resistance braking device in the above technical solution achieves flow resistance braking by setting up a fluid channel on the track and lowering the brake paddle into the fluid channel when the train needs to brake. It has a large braking force, good control performance, extremely low energy consumption, and almost no heat generation problem, which can solve the safety braking problem of high-speed maglev trains in low-pressure pipelines.

[0013] In some embodiments of this application, a lifting mechanism is provided between the brake paddle and the vehicle body. The lifting mechanism controls the brake paddle to descend and immerse itself in the fluid working medium, or to lift the brake paddle upwards and pull it out of the fluid working medium. The lifting mechanism includes...

[0014] The brake cylinder, fixed to the bottom of the vehicle body, provides power for the rise or fall of the brake paddle;

[0015] A connecting rod, used to connect the brake cylinder and the brake paddle, has a bent structure. The first end of the connecting rod is fixed to the telescopic rod of the brake cylinder, and the second end of the connecting rod is fixed to the connecting end of the brake paddle.

[0016] The connecting rod has at least one bending inflection point, which is fixed to the bottom of the vehicle body by a mounting bracket. The bending inflection point provides a rotation fulcrum and transmits braking force during the lifting and lowering of the brake paddle.

[0017] In some embodiments of this application, the connecting rod includes a first connecting rod and a second connecting rod, wherein the first connecting rod is a rod-shaped structure extending upward from the first end to the bending inflection point, and the second connecting rod is a rod-shaped structure extending downward from the bending inflection point to the second end;

[0018] When the brake cylinder extends, the first end of the connecting rod descends, the bending inflection point rotates counterclockwise by a certain angle, and the second end rises, causing the brake paddle to be pulled up and detached from the fluid working medium, thus reducing the braking force. When the brake cylinder retracts, the first end of the connecting rod rises, the bending inflection point rotates clockwise by a certain angle, and the second end descends, causing the brake paddle to descend and enter the fluid working medium, thus gradually increasing the braking force.

[0019] In some embodiments of this application, a return spring is provided at the middle position of the second connecting support rod. One end of the return spring is fixed to the second connecting support rod, and the other end of the return spring is fixed to the bottom of the vehicle body. In the braking state, the return spring is in a stretched state. When the braking state is changed to the brake release state, the second connecting support rod is subjected to the restoring force of the return spring, which lifts the brake pads above the fluid working medium to realize the brake release function.

[0020] In some embodiments of this application, the brake paddle includes a mounting plate and blades uniformly distributed on the mounting plate, the blades generating braking force with the fluid working medium;

[0021] The mounting plate is set at an angle to the second connecting support rod. The brake cylinder extends and retracts, and through the connecting rod, it drives the mounting plate and the blade to immerse downward or detach upward from the fluid working medium.

[0022] In some embodiments of this application, the angle between the blade and the mounting plate changes with the train speed. When the brake blade is fully immersed in the fluid working medium, the braking force is adjusted by adjusting the blade angle at a certain speed.

[0023] In some embodiments of this application, a splash guard is provided above the brake paddle, and one end of the splash guard is fixed to the second connecting support rod. When the train travels at a high speed and the brake paddle is immersed in the fluid working medium, the splash guard prevents the liquid from splashing to the outside of the fluid channel.

[0024] In some embodiments of this application, one end of the brake cylinder, the mounting base, and one end of the return spring are fixed at the bottom center of the vehicle body suspension frame for easy installation.

[0025] In some embodiments of this application, at least one flow resistance braking device is provided at the bottom of the vehicle body. The number of flow resistance braking devices is configured according to the braking requirements. When braking force adjustment is required, the number of flow resistance braking devices immersed in the fluid working medium can be adjusted step by step.

[0026] In some embodiments of this application, the fluid channel is parallel to the track, and baffles are symmetrically arranged on both sides above the two sides of the fluid channel. The baffles extend into the interior of the fluid channel to block part of the structure at the opening, thereby better preventing liquid from splashing to the outside. At the same time, the fluid channel has a simple structure and low construction cost.

[0027] Based on the above technical solutions, the flow resistance braking device of the present invention is a brand-new braking method in the field of rail transit, which solves the problem of train safety braking caused by the inability to use wind resistance braking or the inability to dissipate heat due to the thin air density of low-pressure pipeline high-speed maglev trains.

[0028] By setting up fluid channels on the track, when the train needs to brake, the brake paddles can be lowered into the fluid channels to achieve flow resistance braking, which has large braking force, good control performance and extremely low energy consumption.

[0029] It has a simple structure, simple control, low cost, light weight, low system power, and low heat generation, and will not introduce too much heat source into low-pressure pipelines. Attached Figure Description

[0030] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0031] Figure 1 This is a schematic diagram showing the positional relationship between the suspension frame, the brake propeller, and the fluid channel according to an embodiment of the present invention;

[0032] Figure 2 This is a three-dimensional structural schematic diagram of a flow resistance braking device according to an embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of the flow resistance braking device in the braking release state according to an embodiment of the present invention;

[0034] Figure 4 This is a schematic diagram of the flow resistance braking device in a braking state according to an embodiment of the present invention;

[0035] Figure 5 This is a side view of a flow resistance braking device according to an embodiment of the present invention.

[0036] In the picture:

[0037] 10. Suspension frame; 20. Brake propeller; 21. Mounting plate; 22. Propeller blade; 23. Splash guard; 30. Fluid channel; 31. Fluid cavity; 32. Fluid working medium; 33. Baffle plate; 40. Track; 50. Lifting mechanism; 51. Linear motor; 50. Track; 51. Brake cylinder; 511. Cylinder body; 512. Telescopic rod; 52. Connecting rod; 521. First connecting support rod; 5211. First end; 522. Second connecting support rod; 5221. Second end; 53. Mounting base; 54. Return spring. Detailed Implementation

[0038] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0039] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0040] The terms "first," "second," and "third" 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. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0042] This embodiment provides a flow resistance braking device for a high-speed maglev train based on a low-pressure pipeline, comprising:

[0043] The brake paddle 20 is located at the bottom center of the vehicle body suspension frame 10, and the brake paddle 20 can move in the vertical direction;

[0044] A fluid channel 30 is disposed on the track 40, directly below the brake paddle 20, and a fluid cavity 31 with an upper opening is formed within the fluid channel 30; for example Figure 1 The figure shows the relative installation positions of the brake paddle 20 and the fluid channel 30 in this embodiment.

[0045] Specifically, the fluid cavity 31 is filled with a fluid working medium 32, and the brake paddle 20 is immersed in the fluid working medium 32. The brake paddle 20 comes into contact with the fluid working medium 32 and generates fluid resistance, which provides braking force to the vehicle body. In this embodiment, the flow resistance braking device is installed in a low-pressure pipeline, and the fluid working medium 32 is selected as a liquid that is not easily volatile in a low-pressure environment.

[0046] This embodiment achieves flow resistance braking by setting a fluid channel 30 on the track and lowering the brake paddle 20 into the fluid channel 30 when the train needs to brake. It has a large braking force, good control performance, extremely low energy consumption, and almost no heat generation problem, which can solve the safety braking problem of high-speed maglev trains in low-pressure pipelines.

[0047] like Figure 5 As shown, a lifting mechanism 50 is provided between the brake propeller 20 and the suspension frame 10. The lifting mechanism 50 controls the brake propeller 20 to descend and immerse itself in the fluid working medium 32 to generate flow resistance braking force, or to lift the brake propeller 20 upward to pull it out of the fluid working medium 32, thereby reducing the braking force. Figure 2-4 As shown, the lifting mechanism 50 includes...

[0048] Brake cylinder 51 is fixed at the bottom of suspension frame 10 and provides power for the rise or fall of brake paddle 20. Brake cylinder 51 includes cylinder body 511 and telescopic rod 512. In this embodiment, brake cylinder 51 is a pneumatic cylinder, hydraulic cylinder or other mechanism that can achieve the same function. By pressurizing, it drives the connecting rod to move, realizes the rise and fall of brake paddle 20, and thus realizes the braking function.

[0049] The connecting rod 52 is used to connect the brake cylinder 51 and the brake paddle 20. It has a bent structure. One end of the connecting rod 52 is fixed to the telescopic rod 512 of the brake cylinder 51 as the first end 5211, and the other end of the connecting rod 52 is fixed to the connecting end of the brake paddle 20 as the second end 5221.

[0050] In this embodiment, the connecting rod 52 includes a first connecting support rod 521 and a second connecting support rod 522. The first connecting support rod 521 is a rod-shaped structure extending upward from the first end 5211 to the bending inflection point 523, and the second connecting support rod 522 is a rod-shaped structure extending downward from the bending inflection point 523 to the second end 5221. In this embodiment, the connecting rod 52 has a bending inflection point 523, which is also the intersection of the first connecting support rod 521 and the second connecting support rod 522. The bending inflection point 523 is fixed to the bottom of the suspension frame 10 by a mounting base 53. The bending inflection point 523 is rotatably fixed to the mounting base 53 by a rotating shaft (not shown in the figure), providing a rotation fulcrum and transmitting braking force during the lifting and lowering of the brake paddle 20.

[0051] Specifically, such as Figure 3As shown, the telescopic rod 512 of the brake cylinder 51 extends, the first end 5211 of the connecting rod 52 descends, the bending inflection point 523 rotates counterclockwise by a certain angle, and the second end 5221 rises, causing the brake paddle 20 to be pulled away from the fluid working medium 32, thus reducing the braking force; Figure 4 As shown, the telescopic rod 512 of the brake cylinder 51 retracts, the first end 5211 of the connecting rod 52 rises, the bending inflection point 523 rotates clockwise by a certain angle, and the second end 5221 descends, driving the brake paddle 20 to descend into the fluid working medium 32, and the braking force gradually increases.

[0052] To alleviate the braking state, a return spring 54 is provided at the middle position of the second connecting support rod 522. One end of the return spring 54 is fixed to the second connecting support rod 522, and the other end of the return spring 54 is fixed to the bottom of the suspension frame 10. In the braking state, the brake paddle 20 is located inside the fluid working medium 32, and the return spring 54 is in a stretched state. When the braking state is changed to the braking relief state, the brake cylinder 51 is retracted, and the second connecting support rod 522 is subjected to the restoring force of the return spring 54, which lifts the brake paddle 20 and pulls it out above the fluid working medium 32, realizing the braking relief function. At the same time, the brake cylinder 51 returns to its initial state under the drive of the connecting rod 52.

[0053] like Figure 2 As shown, the brake paddle 20 includes a mounting plate 21 and blades 22 evenly distributed on the mounting plate. The blades 22 contact the fluid working medium 32 to generate braking force.

[0054] The mounting plate 21 and the second connecting rod 522 are set at an angle. In this embodiment, the mounting plate 21 extends upward from the connecting end to the free end, forming an obtuse angle greater than 90° with the second connecting rod 522. The brake cylinder 51 extends and retracts, driving the mounting plate 21 and the blade 22 downward into or upward out of the fluid working medium 32 via the connecting rod 52.

[0055] In this embodiment, the blade 22 and the mounting plate 21 are at a fixed angle. When fully immersed in the fluid working medium 32, the braking force generated varies with speed. Alternatively, in other embodiments, the blade 22 and the mounting plate 21 can be set to a variable angle, meaning that when fully immersed in the fluid working medium 32, the braking force can be adjusted by adjusting the angle of the blade 22 at a certain speed. The angle between the blade 22 and the mounting plate 21 changes with the train speed. When the brake blade is fully immersed in the fluid working medium, the braking force can be adjusted by adjusting the angle of the blade 22 at a certain speed.

[0056] A splash guard 23 is provided above the brake paddle 20. One end of the splash guard 23 is fixed to the second connecting support rod 522. When the train travels at a high speed and the brake paddle 20 is immersed in the fluid working medium 32, the splash guard 24 prevents the liquid from splashing to the outside of the fluid channel.

[0057] The fluid channel 30 is arranged parallel to the track 40, and baffles 33 are symmetrically arranged on the upper sides of both sides of the fluid channel 30. In this embodiment, the baffles 33 are parallel to the bottom edge of the fluid channel 30 and extend into the interior of the fluid channel 30 to block part of the structure at the opening of the fluid channel 30, thereby better preventing liquid from splashing to the outside. At the same time, the fluid channel 30 has a simple structure and low construction cost.

[0058] like Figure 3-4 As shown, the upper end of the cylinder body 511 of the brake cylinder 51, the mounting base 53, and the upper end of the return spring 54 are fixed at the bottom center of the suspension frame 10. The brake cylinder 51 and the return spring 54 are also fixed to the suspension frame 10 by a structure similar to the mounting base, which facilitates installation.

[0059] In another embodiment, the bottom of the vehicle suspension frame 10 is provided with multiple flow resistance braking devices. The number of flow resistance braking devices can be configured according to the braking requirements, and the flow resistance braking devices can be miniaturized. When the braking force needs to be adjusted, the number of flow resistance braking devices immersed in the fluid working medium can be adjusted step by step.

[0060] In this embodiment, when a braking command is received, the brake cylinder 51 is pressurized and moves upward, driving the brake paddle 20 to be submerged below the surface of the fluid working medium 32 in the fluid channel 30 via the connecting rod 52. At this time, the return spring 54 is in a stretched state, and the braking force generated by the paddle 22 is transmitted to the suspension frame 10, i.e., the car body, through the connecting rod 52, mounting base 53, and other structures, thereby realizing the train braking function. Figure 4 As shown; upon receiving a release command, brake cylinder 51 extends downwards to release pressure, and return spring 54, under its own restoring force, pulls brake pad 20 out of the fluid surface, thus eliminating the braking force; simultaneously, brake cylinder 51, driven by connecting rod 52, returns to its initial state, as shown. Figure 3 As shown.

[0061] The flow resistance braking device described above is mainly used in safety braking or emergency braking modes, but it can also achieve adjustable braking force through a certain structure or control strategy. When the brake paddle 20 is immersed in the fluid working medium 32, it generates braking force by relying on the resistance between its blades 22 and the liquid. In this embodiment, the blades 22 and the mounting plate 21 are at a fixed angle. When the brake paddle 20 is fully immersed in the liquid, the relationship between the generated braking force and the speed is determined. In other embodiments, the angle between the blades 22 and the mounting plate 21 is adjustable. That is, when fully immersed in the liquid, at a certain driving speed, the braking force can be adjusted by adjusting the angle of the blades 22.

[0062] Alternatively, by miniaturizing the flow resistance braking device, the number of devices immersed in the fluid can be gradually adjusted when braking force adjustment is required; or, by adjusting the charging pressure of the brake cylinder 51, the proportion of the brake paddle 20 entering the liquid surface can be controlled, thereby achieving the braking adjustment function. During this process, the influence of changes in the train's suspension air gap on the charging pressure of the brake cylinder 51 must be fully considered.

[0063] The flow resistance braking device of the present invention is a brand-new braking method in the field of rail transit, which solves the problem of train safety braking caused by the inability to use wind resistance braking or the inability to dissipate heat due to the thin air density of high-speed maglev trains in low-pressure pipelines.

[0064] By setting up fluid channels on the track, when the train needs to brake, the brake paddles can be lowered into the fluid channels to achieve flow resistance braking, which has large braking force, good control performance and extremely low energy consumption.

[0065] It has a simple structure, simple control, low cost, light weight, low system power, and low heat generation, and will not introduce too much heat source into low-pressure pipelines.

[0066] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0067] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A flow resistance braking device for a low-pressure tube-based high-speed maglev train, characterized by, The flow resistance braking device is applied to a safety braking or emergency braking mode, Comprise, The brake paddle is arranged at the middle of the bottom of the levitation frame of the vehicle body, and the brake paddle can be displaced in the vertical direction; A fluid channel is arranged on the track below the brake paddle, and a fluid cavity with an upper opening is formed in the fluid channel; Wherein, The fluid cavity is filled with fluid working medium, the brake paddle is immersed in the fluid working medium, and the brake paddle contacts the fluid working medium to generate fluid resistance, thereby providing braking force for the vehicle body; A lifting mechanism is arranged between the brake paddle and the levitation frame, and the lifting mechanism controls the brake paddle to be lowered to immerse in the fluid working medium to generate flow resistance braking force or to be lifted to be pulled out of the fluid working medium to reduce the braking force; The lifting mechanism comprises, A brake cylinder is fixed to the bottom of the vehicle body to provide power for the lifting or lowering of the brake paddle; A connecting rod is used to connect the brake cylinder and the brake paddle, and the connecting rod is in a bent structure, the first end of the connecting rod is fixed to the telescopic rod of the brake cylinder, and the second end of the connecting rod is fixed to the connecting end of the brake paddle; The connecting rod has at least one bending inflection point, the bending inflection point is fixed to the bottom of the vehicle body through a mounting seat, and the bending inflection point provides a rotating fulcrum and transmits braking force during the lifting and lowering of the brake paddle; The connecting rod comprises a first connecting branch and a second connecting branch, the first connecting branch is a rod-shaped structure extending upward from the first end to the bending inflection point, and the second connecting branch is a rod-shaped structure extending downward from the bending inflection point to the second end; The brake cylinder is elongated, the first end of the connecting rod is lowered, the bending inflection point is counterclockwise rotated by a certain angle, the second end is lifted, the brake paddle is pulled out of the fluid working medium, and the braking force is reduced; the brake cylinder is retracted, the first end of the connecting rod is raised, the bending inflection point is clockwise rotated by a certain angle, the second end is lowered, the brake paddle is lowered into the fluid working medium, and the braking force is gradually increased; A reset spring is arranged at the middle position of the second connecting branch, one end of the reset spring is fixed to the second connecting branch, and the other end of the reset spring is fixed to the bottom of the levitation frame; in the braking state, the brake paddle is located in the fluid working medium, and the reset spring is in the stretched state; when the braking state is converted into the braking relief state, the brake cylinder is retracted, the second connecting branch is subjected to the restoring force of the reset spring, the brake paddle is lifted and pulled out above the fluid working medium, the braking relief function is realized, and at the same time, the brake cylinder is restored to the initial state under the driving of the connecting rod.

2. The flow resistance braking device of the low-pressure tube-based high-speed maglev train according to claim 1, characterized in that, The brake paddle comprises a mounting plate and paddle blades uniformly distributed on the mounting plate, and the paddle blades generate braking force with the fluid working medium; The mounting plate is arranged at an angle with the second connecting branch, and the brake cylinder is telescopic, thereby driving the mounting plate and the paddle blades to immerse downward or separate upward from the fluid working medium through the connecting rod.

3. The flow resistance braking device of the low-pressure tube-based high-speed maglev train according to claim 2, characterized in that, The angle of the paddle blades with the mounting plate changes with the running speed of the train, when the brake paddle is completely immersed in the fluid working medium, at a certain speed, the paddle blade angle is adjusted to realize the adjustment of the braking force.

4. The flow resistance braking device of the low-pressure tube-based high-speed maglev train according to claim 1, characterized in that, The splash-proof plate is fixed at one end of the second connecting strut, and when the braking paddle is immersed in the fluid working substance, the splash-proof plate prevents liquid from splashing outside the fluid channel.

5. The flow resistance braking device of the low-pressure tube-based high-speed maglev train according to claim 1, characterized in that, One end of the brake cylinder, the mounting seat, and one end of the return spring are fixed at a position in the middle of the bottom of the vehicle body suspension frame.

6. The flow resistance braking device of the low-pressure tube-based high-speed maglev train according to claim 1, characterized in that, The bottom of the vehicle body is provided with at least one flow resistance braking device, and the number of corresponding flow resistance braking devices is configured according to braking requirements, so that the number of flow resistance braking devices immersed in the fluid working substance can be gradually adjusted step by step when braking force adjustment is needed.

7. The flow resistance braking device of the low-pressure tube-based high-speed maglev train according to claim 1, characterized in that, The fluid channel is parallel to the track, and two symmetrical shielding plates are arranged above the two sides of the fluid channel, extending to the inside of the fluid channel to shield part of the opening structure.

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