Lift wind resistance brake device and control method thereof

Abstract

This application discloses a lifting-type drag braking device and its control method, relating to drag braking technology. The lifting-type drag braking device provided in this application includes: a control mechanism connected to an actuator, which controls the actuator to apply braking during emergency braking and to release braking when the emergency braking is released; an actuator installed at the end of the train car, which raises the drag vane during emergency braking and locks it in the braking position when the drag vane reaches the braking position, and lowers the drag vane when the emergency braking is released and locks it in the released position after the drag vane is fully lowered; and a drag vane connected to the actuator. The lifting-type drag braking device and its control method provided in this application realize the application and release of emergency braking, as well as the locking in the braking and released positions, preventing the drag vane from floating up and down due to the fluctuation frequency of aerodynamic loads when in the braking position, thus affecting the actual braking effect.

Description

Technical Field

[0001] This application relates to the field of wind resistance braking technology, specifically to a lifting wind resistance braking device and its control method. Background Technology

[0002] High-speed maglev trains, as an emerging high-speed transportation mode, have the advantages of high speed and large acceleration. They can leverage their high speed on long trunk lines and shorten operating time by utilizing rapid start-stop capabilities for short-distance stops, greatly improving operational efficiency and promoting intercity exchange and development.

[0003] The main braking methods for high-speed maglev vertical trains include electric braking, eddy current braking, aerodynamic braking, disc braking, and skid braking. Among these, aerodynamic braking is a non-adhesive braking method, characterized by high efficiency and environmental friendliness. Since air resistance is proportional to the square of the incoming airflow velocity, the braking force generated by aerodynamic braking increases exponentially with increasing speed, making it highly suitable for high-speed maglev trains. Furthermore, because high-speed maglev trains primarily rely on synchronous linear motors for braking in high-speed sections, if electric braking fails, only aerodynamic braking or eddy current braking can bring the train to a safe stop. Therefore, research on aerodynamic braking technology for maglev platforms has become a hot topic in the field.

[0004] Currently, there is a type of aerodynamic braking device used to brake high-speed superconducting electric maglev trains. Initially, the aerodynamic braking device is in a released state. When it is necessary to switch to a fully braking state, the drive unit drives the wing plate assembly to move along the wing plate guide rail. The wing plate assembly drives the aerodynamic braking umbrella to move. After the aerodynamic braking umbrella guide rail moves to a preset position, it is fully deployed. At this time, the aerodynamic braking device is in a braking state, and at the same time, a large aerodynamic drag is generated at the aerodynamic braking umbrella. This aerodynamic drag, together with the aerodynamic drag generated by the wing plate assembly, is converted into braking force on the high-speed superconducting electric maglev train, thereby braking and reducing the speed of the high-speed superconducting electric maglev train.

[0005] However, this solution has the following problems: 1. It only has a relief locking function, not a braking locking function. When the cylinder pushes the vane to the braking state, the vane is in an unrestrained longitudinal state, which is easily affected by external aerodynamic loads and floats up and down, resulting in unstable braking force or structural fatigue, and also poses certain safety issues; 2. It only proposes the overall structural scheme of the wind resistance braking device, without electrical and pneumatic control logic; 3. It lacks manual inspection and maintenance functions, and cannot be maintained when the vehicle is without power or air; 4. It only provides the principle of the wind resistance braking device's wind resistance vane, without providing a specific implementation scheme for the wind resistance vane, and cannot determine whether it has a load-bearing capacity.

[0006] This section is intended to provide background or context for the embodiments of this application set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section. Summary of the Invention

[0007] In order to solve at least one of the above-mentioned problems in the prior art, this application provides a lifting wind resistance braking device and its control method.

[0008] According to a first aspect of the embodiments of this application, this application provides a lifting-type wind resistance braking device, comprising:

[0009] The control mechanism is connected to the actuator, which controls the actuator to apply braking during emergency braking and controls the actuator to release braking when the emergency braking is released;

[0010] The actuator is installed at the end of the train car. During emergency braking, it raises the drag vane and locks it in the braking position when the drag vane rises to the braking position. When the emergency braking is released, it lowers the drag vane and locks it in the release position after the drag vane has been fully lowered.

[0011] The drag vane is connected to the actuator.

[0012] In some embodiments, the drag vane includes:

[0013] The main body of the wind resistance blade is welded from longitudinal beams, transverse beams and diagonal beams;

[0014] Skin riveted to the main body of the drag vane.

[0015] In some embodiments, the control mechanism includes an emergency braking circuit, a wind resistance braking application circuit, a wind resistance winglet locking circuit, a first relay, a second relay, a first proximity switch, a second proximity switch, and a magnetic block; wherein,

[0016] The emergency braking circuit, the wind resistance braking application circuit, and the wind resistance wing locking circuit are respectively connected to the storage battery and powered by the storage battery.

[0017] The first relay is connected in series in the wind resistance braking application circuit, and the control terminal of the first relay is connected to the emergency braking circuit;

[0018] The first proximity switch is connected in series with the wind resistance wingplate locking circuit, and one end of the wind resistance wingplate locking circuit is connected to the wind resistance braking application circuit.

[0019] The first terminal of the second relay is connected to the wind resistance braking application circuit, the second terminal of the second relay is connected to the first terminal of the second proximity switch, and the control terminal of the second relay is connected to the emergency braking circuit.

[0020] The second terminal of the second proximity switch is connected to the wind resistance wingplate locking circuit, and the first proximity switch is located between the connection point of the second proximity switch and the wind resistance wingplate locking circuit and the connection point of the wind resistance wingplate locking circuit and the wind resistance braking application circuit.

[0021] The first and second proximity switches are installed on the carriage, and the magnetic block is installed on the wind resistance vane. When the wind resistance vane is in the released position, the magnetic block approaches the second proximity switch, and the second proximity switch changes from closed to open, while the first proximity switch remains closed. When the wind resistance vane is in the braking position, the magnetic block approaches the first proximity switch, and the first proximity switch changes from closed to open, while the second proximity switch remains closed.

[0022] In some embodiments, the control mechanism further includes an electric stop valve, a pressure reducing valve, a braking solenoid valve, a clamping solenoid valve, a check valve, an adjustable stopcock, and a stopcock; wherein...

[0023] The air inlet of the electric stop valve is connected to the main air duct of the train, and the exhaust end of the electric stop valve is connected to the air inlet of the pressure reducing valve.

[0024] The exhaust end of the pressure reducing valve is connected to the inlet end of the brake solenoid valve and the inlet end of the clamping solenoid valve, respectively.

[0025] The first exhaust end of the brake solenoid valve is connected to the air inlet end of the check valve, the second exhaust end of the brake solenoid valve is connected to the first air inlet of the double-acting cylinder of the actuator, the control end of the brake solenoid valve is connected to the wind resistance brake application circuit, and the compression plug is installed on the air line connecting the brake solenoid valve and the second exhaust end.

[0026] The exhaust end of the check valve is connected to the second air inlet of the double-acting cylinder, and the two ends of the adjustable plug are respectively connected to the two ends of the check valve.

[0027] The exhaust end of the clamping solenoid valve is connected to the clamp of the actuator, and the control end of the clamping solenoid valve is connected to the wind resistance vane locking circuit.

[0028] In some embodiments, the device further includes a base, and the actuator includes a double-acting cylinder, a clamp, a linear guide, and a slider; wherein...

[0029] The linear guide rail is installed at the end of the carriage, the slider and the clamp are installed on the wind resistance wing plate, and the slider is slidably connected to the linear guide rail;

[0030] When the drag vane includes the drag vane body, the piston rod of the double-acting cylinder is fixed to the drag vane body through the support shaft and bearing seat, and the cylinder body is fixed to the base.

[0031] When the train brakes or releases the emergency brake, the double-acting cylinder pushes the drag vane to rise or fall along the linear guide rail. The clamp controls the drag vane to lock or move by clamping or releasing the linear guide rail.

[0032] In some embodiments, the device further includes a manual maintenance mechanism, which includes a lifter, a maintenance door, a maintenance cover, and a lifting ring; wherein,

[0033] The lifting device is installed on the base, the hoisting ring is installed on the main body of the drag vane, and the maintenance door is set on the skin at the bottom of the drag vane, and the maintenance door is opposite to the lifting device. After opening the maintenance cover, the hook on the lifting device cable can be hung on the hoisting ring, and the lifting device can be manually cranked to drive the drag vane to rise or fall. The lifting device is driven by a worm gear mechanism and has a self-locking function, which can make the drag vane hover at any position.

[0034] The maintenance cover is located on the skin at the top of the drag vane and is directly above the double-acting cylinder. After opening the maintenance cover, the double-acting cylinder, which has been removed from the base and the drag vane body, can be pulled out from the drag vane.

[0035] According to a second aspect of the embodiments of this application, this application provides a control method for a lifting-type wind resistance braking device, applied to the lifting-type wind resistance braking device described in any of the above embodiments, comprising:

[0036] During emergency braking, the control mechanism controls the actuator to raise the drag vane and locks it in the braking position when it rises to the braking position.

[0037] When the emergency brake is released, the control mechanism controls the actuator to lower the drag vane and locks it in the released position after it is fully lowered.

[0038] In some embodiments, during emergency braking, the control mechanism controls the actuator to raise the drag vane and locks it in the braking position when it rises to the braking position, including:

[0039] During emergency braking, the emergency braking circuit is de-energized, causing the first relay to close and the second relay to open. The brake solenoid valve is energized to push out the piston rod of the double-acting cylinder, raising the drag vane. At the same time, the first proximity switch is closed, and the clamping solenoid valve is energized to release the clamp. When the drag vane rises to the braking position, the first proximity switch senses the magnetic block and disconnects, causing the clamping solenoid valve to de-energize and lock the clamp, thus locking the drag vane in the braking position.

[0040] In some embodiments, when emergency braking is released, the control mechanism controls the actuator to lower the drag vane and locks the drag vane in the released position after it is fully lowered, including:

[0041] When the emergency brake is released, the emergency brake circuit is energized, which causes the first relay to disconnect and the second relay to close. The brake solenoid valve is de-energized, controlling the piston rod of the double-acting cylinder to retract. At the same time, the second proximity switch is closed, and the clamping solenoid valve is energized, controlling the clamp to release. When the drag vane is lowered to the release position, the second proximity switch senses the magnetic block and disconnects, which in turn de-energizes the clamping solenoid valve, controlling the clamp to lock. Subsequently, the drag vane is locked in the release position.

[0042] In some embodiments, the method further includes:

[0043] When the wind resistance braking device needs to be manually inspected, the entire wind resistance braking device is de-energized, and the electric stop valve connected to the train's main air duct is closed to release the downstream pressure of the electric stop valve.

[0044] Open the maintenance door, hang the hook on the steel cable on the lifting ring set on the wind resistance wing plate, and raise the wind resistance wing plate by hand-cranking the steel cable of the lifting device to facilitate the maintenance of the wind resistance braking device.

[0045] The lifting-type drag braking device and its control method proposed in this application, during emergency braking, the control mechanism controls the actuator to raise the drag vane and locks it in the braking position when the drag vane reaches the braking position; during emergency braking release, the control mechanism controls the actuator to lower the drag vane and locks it in the release position after the drag vane is fully lowered. This achieves both the application and release of emergency braking, as well as locking it in the braking and release positions, preventing the drag vane from floating up and down due to aerodynamic load fluctuations in the braking position, which would affect the actual braking effect. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0047] Figure 1 This is a schematic diagram of the structure of a lifting wind resistance braking device provided in an embodiment of this application.

[0048] Figure 2 This is a schematic diagram of the structure of a lifting wind resistance braking device provided in an embodiment of this application.

[0049] Figure 3 This is a schematic diagram of the structure of a wind resistance airfoil provided in an embodiment of this application.

[0050] Figure 4 This is a schematic diagram of the structure of a wind resistance airfoil body provided in an embodiment of this application.

[0051] Figure 5 These are front and side views of the structure of a single lifting wind resistance braking device in the relieved state provided in the embodiments of this application.

[0052] Figure 6 This is a schematic diagram of the lifting wind resistance braking device provided in the embodiments of this application installed at the end of a high-speed maglev train carriage.

[0053] Figure 7 This is a structural schematic diagram of a lifting device provided in an embodiment of this application.

[0054] Figure 8 This is a structural schematic diagram of the single lifting wind resistance braking device in the relieved state provided in the embodiment of this application.

[0055] Figure 9 This is a flowchart illustrating the control method of the lifting wind resistance braking device provided in the embodiments of this application.

[0056] Figure 10 This is a partial flowchart illustrating the control method of the lifting wind resistance braking device provided in the embodiments of this application.

[0057] Figure 11 This is a partial flowchart illustrating the control method of the lifting wind resistance braking device provided in the embodiments of this application.

[0058] Figure 12 This is a partial flowchart illustrating the control method of the lifting wind resistance braking device provided in the embodiments of this application. Detailed Implementation

[0059] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0060] Specific embodiments of this application are disclosed in detail with reference to the following description and accompanying drawings, indicating how the principles of this application can be adopted. It should be understood that the embodiments of this application are not limited in scope. Within the spirit and scope of the appended claims, embodiments of this application include many changes, modifications, and equivalents.

[0061] Features described and / or illustrated for one embodiment may be used in the same or similar manner in one or more other embodiments, combined with features in other embodiments, or substituted for features in other embodiments.

[0062] It should be emphasized that the term "including / comprises" as used herein refers to the presence of a feature, whole, step, or component, but does not exclude the presence or addition of one or more other features, wholes, steps, or components.

[0063] To address at least one of the aforementioned problems in the prior art, in a first aspect, this application provides a lifting-type wind resistance braking device, such as... Figure 1 As shown, this application provides a lifting-type wind resistance braking device, comprising:

[0064] The control mechanism 100 is connected to the actuator 200. During emergency braking, it controls the actuator 200 to apply the brakes, and during emergency braking, it controls the actuator 200 to release the brakes.

[0065] The actuator 200 is installed at the end of the train car. During emergency braking, it raises the drag vane 1 and locks the drag vane 1 in the braking position when the drag vane 1 rises to the braking position. When the emergency braking is released, it lowers the drag vane 1 and locks the drag vane 1 in the release position after the drag vane 1 is fully lowered.

[0066] The wind resistance vane 1 is connected to the actuator 200.

[0067] The lifting drag braking device provided in this application embodiment, during emergency braking, controls the actuator 200 to raise the drag vane 1 and lock it in the braking position when the drag vane 1 rises to the braking position; during emergency braking, the control mechanism 100 controls the actuator 200 to lower the drag vane 1 and locks it in the release position after the drag vane 1 is fully lowered. This achieves the application and release of emergency braking, as well as locking in the braking and release positions, preventing the drag vane 1 from floating up and down due to the fluctuation frequency of aerodynamic loads when in the braking position, thus affecting the actual braking effect.

[0068] like Figure 3 and Figure 4 As shown, in some embodiments, the drag vane 1 includes: a drag vane body 1-1 welded together with longitudinal beams 1-1-1, 1-1-4, and 1-1-9, transverse beams 1-1-7 and 1-1-8, and diagonal beams 1-1-3 and 1-1-5; and a skin 1-2 riveted to the drag vane body. This gives the drag vane 1 good bending and torsional resistance.

[0069] like Figure 2 As shown, in some embodiments, the control mechanism includes an emergency braking circuit, a wind resistance braking application circuit, a wind resistance winglet locking circuit, a first relay FB, a second relay FC, a first proximity switch 3, a second proximity switch 12, and a magnetic block 11 (see...). Figure 5 );in,

[0070] The emergency braking circuit, the wind resistance braking application circuit, and the wind resistance wing locking circuit are respectively connected to the storage battery and powered by the storage battery.

[0071] The first relay FB is connected in series in the wind resistance braking application circuit, and the control terminal of the first relay FB is connected to the emergency braking circuit;

[0072] The first proximity switch 3 is connected in series with the wind resistance wingplate locking circuit, and one end of the wind resistance wingplate locking circuit is connected to the wind resistance braking application circuit.

[0073] The first terminal of the second relay FC is connected to the wind resistance braking application circuit, the second terminal of the second relay FC is connected to the first terminal of the second proximity switch 12, and the control terminal of the second relay FC is connected to the emergency braking circuit.

[0074] The second end of the second proximity switch 12 is connected to the wind resistance wing locking circuit, and the first proximity switch 3 is located between the connection point of the second proximity switch 12 and the wind resistance wing locking circuit, and the connection point of the wind resistance wing locking circuit and the wind resistance braking application circuit.

[0075] The first proximity switch 3 and the second proximity switch 12 are installed on the carriage, and the magnetic block 11 (see...) Figure 5 Installed on the wind resistance vane 1, when the wind resistance vane 1 is in the release position, the magnetic block 11 approaches the second proximity switch 12, the second proximity switch 12 changes from closed to open, and the first proximity switch 3 is in the closed state; when the wind resistance vane 1 is in the braking position, the magnetic block 11 approaches the first proximity switch 3, the first proximity switch 3 changes from closed to open, and the second proximity switch 12 is in the closed state.

[0076] like Figure 2As shown, in some embodiments, the control mechanism further includes an electric stop valve 01, a pressure reducing valve 02, a brake solenoid valve 03, a clamping solenoid valve 04, a check valve 05, an adjustable plug 06, and a plug 07; wherein, the air inlet of the electric stop valve 01 is connected to the main air duct of the train, and the exhaust end of the electric stop valve 01 is connected to the air inlet of the pressure reducing valve 02; the exhaust end of the pressure reducing valve 02 is connected to the air inlet of both the brake solenoid valve 03 and the clamping solenoid valve 04; the first exhaust end of the brake solenoid valve 03 is connected to the air inlet of the check valve 05, the second exhaust end of the brake solenoid valve 03 is connected to the first air inlet of the double-acting cylinder 24 of the actuator, the control end of the brake solenoid valve 03 is connected to the wind resistance brake application circuit, and the plug 07 is installed on the air path connecting the brake solenoid valve 03 and the second exhaust end; the exhaust end of the check valve 05 is connected to the double-acting cylinder 24 (see... Figure 6 The second air inlet of the adjustable plug 06 is connected to the two ends of the check valve 05, respectively; the exhaust end of the clamping solenoid valve 04 is connected to the clamping device 8 of the actuator (see...). Figure 5 The control terminal of the clamping solenoid valve 04 is connected to the wind resistance wingplate locking circuit.

[0077] like Figure 5 as well as Figure 6 As shown, in some embodiments, the device further includes a base, and the actuator includes a double-acting cylinder 24, a clamp 8, linear guides 2 and 4, and sliders 9, 10, 13, and 14; wherein, the linear guide 2 is installed at the end of the carriage, and the sliders 9, 10, 13, 14 and the clamp 8 are installed on the drag vane 1, and the sliders 9, 10, 13, and 14 are slidably connected to the linear guides 2 and 4; when the drag vane 1 includes the drag vane body 1-1, the piston rod of the double-acting cylinder 24 is fixed to the drag vane body 1-1 through a support shaft 26 and a bearing seat 25, and the cylinder body is fixed on the base; when the train brakes or releases the emergency brake, the double-acting cylinder 24 pushes the drag vane 1 to rise or fall along the linear guides 2 and 4, and the clamp 8 controls the drag vane 1 to lock or move by clamping or releasing the linear guides 2 and 4.

[0078] like Figure 6 and Figure 7 As shown, in some embodiments, the device further includes a manual maintenance mechanism, which includes a lifter 17, a maintenance door 32, a maintenance cover 35, and lifting rings 19, 27, and 29; wherein,

[0079] The lifting device 17 is installed on the base, the lifting ring 19 is installed on the wind resistance vane body 1-1, and the maintenance door 32 is set on the skin 1-2 at the bottom of the wind resistance vane 1. The maintenance door 32 is opposite to the lifting device 17. After opening the maintenance cover 35, the hook 17-6 on the steel cable 17-9 of the lifting device 17 can be hung on the lifting rings 19, 27 and / or 29. The lifting device 17 can be manually cranked to drive the wind resistance vane 1 to rise or fall. The lifting device 17 is driven by a worm gear mechanism and has a self-locking function, which can enable the wind resistance vane 1 to be suspended at any position.

[0080] The maintenance cover 35 is disposed on the skin 1-2 on the top of the wind resistance vane 1, and the maintenance cover 35 is located directly above the double-acting cylinder 24. After opening the maintenance cover 35, the double-acting cylinder 24, which has been removed from the base and the wind resistance vane body 1-1, can be pulled out from the wind resistance vane 1.

[0081] Secondly, this application provides a control method for a lifting-type wind resistance braking device, applicable to the lifting-type wind resistance braking device described in any of the above embodiments, such as... Figure 9 As shown, the method includes:

[0082] S101. During emergency braking, the control mechanism controls the actuator to raise the drag vane and locks the drag vane in the braking position when it rises to the braking position.

[0083] S102. When the emergency brake is released, the control mechanism controls the actuator to lower the drag vane and locks the drag vane in the released position after it is fully lowered.

[0084] The control method for the lifting drag braking device provided in this application embodiment involves, during emergency braking, the control mechanism controlling the actuator to raise the drag vane and locking it in the braking position when the drag vane reaches the braking position; during emergency braking release, the control mechanism controlling the actuator to lower the drag vane and locking it in the release position after the drag vane is fully lowered. This achieves both the application and release of emergency braking, as well as locking it in the braking and release positions, preventing the drag vane from floating up and down due to aerodynamic load fluctuations in the braking position, which could affect the actual braking effect.

[0085] In some embodiments, during emergency braking, the control mechanism controls the actuator to raise the drag vane and locks it in the braking position when it rises to the braking position. This includes: during emergency braking, de-energizing the emergency braking circuit, thereby closing the first relay and opening the second relay, energizing the brake solenoid valve to control the piston rod of the double-acting cylinder to extend, raising the drag vane; simultaneously, the first proximity switch is closed, energizing the clamping solenoid valve to control the clamp to release; when the drag vane rises to the braking position, the first proximity switch senses the magnetic block and then disconnects, thereby de-energizing the clamping solenoid valve to control the clamp to lock, and then the drag vane is locked in the braking position.

[0086] In some embodiments, when the emergency brake is released, the control mechanism controls the actuator to lower the drag vane and locks the drag vane in the released position after it is fully lowered. This includes: when the emergency brake is released, the emergency brake circuit is energized, thereby disconnecting the first relay and closing the second relay, de-energizing the brake solenoid valve and controlling the piston rod of the double-acting cylinder to retract; simultaneously, the second proximity switch is closed, energizing the clamping solenoid valve and controlling the clamp to release; when the drag vane is lowered to the released position, the second proximity switch senses the magnetic block and disconnects, thereby de-energizing the clamping solenoid valve and controlling the clamp to lock, and then the drag vane is locked in the released position.

[0087] like Figure 10 As shown, in some embodiments, the method further includes:

[0088] S103. When the wind resistance braking device needs to be manually inspected, the entire wind resistance braking device is de-energized, and the electric stop valve connected to the train's main air duct is closed to release the downstream pressure of the electric stop valve.

[0089] S104. Open the maintenance door, hang the hook on the steel cable on the lifting ring set on the wind resistance wing plate, and raise the wind resistance wing plate by hand-cranking the steel cable of the lifting device to facilitate the maintenance of the wind resistance braking device.

[0090] To better understand this application, the following detailed description of the lifting wind resistance braking device and its control method provided in this application is provided through a specific embodiment.

[0091] like Figures 2 to 8 As shown, the lifting-type wind resistance braking device provided in this embodiment is installed at the ends of the high-speed maglev train carriages, one on each side. It mainly includes five parts: control mechanism, actuator, wind resistance wing plate 1, manual maintenance mechanism, and base.

[0092] The drag vane 1 comprises a main body 1-1 and a skin 1-2, which are fixed together by blind rivets 1-3. The main body 1-1 is constructed from welded longitudinal beams 1-1-1, 1-1-4, and 1-1-9, transverse beams 1-1-7 and 1-1-8, diagonal beams 1-1-3 and 1-1-5, and curved beams 1-1-10. Square aluminum truss structures 1-1-2 are welded inside longitudinal beams A1-1-1 and B1-1-4. Internal support beams 1-1-6 are welded inside transverse beams 1-1-7 and 1-1-8. Thus, the entire drag vane 1 utilizes a high-strength aluminum alloy structure, capable of withstanding wind resistance loads at high speeds.

[0093] The control mechanism consists of an electrical control section and a pneumatic control module. The electrical section comprises an emergency braking circuit, a drag braking application circuit, a drag vane locking circuit, relays FB and FC, a first proximity switch 3, a second proximity switch 12, and a magnetic block 11. The emergency braking circuit, drag braking application circuit, and drag vane locking circuit are powered by a battery (preferably 110V). The first proximity switch 3 and the second proximity switch 12 are mounted at the end of the vehicle body, and the magnetic block 11 is mounted on the drag vane 1. When the drag vane 1 is in the released position, the magnetic block 11 approaches the second proximity switch 12 (lower), causing the internal circuit of the second proximity switch 12 (lower) to open, while the internal circuit of the first proximity switch 3 (upper) remains closed. When the drag vane 1 is in the braking position, the magnetic block 11 approaches the first proximity switch 3 (upper), causing the internal circuit of the first proximity switch 3 (upper) to open, while the internal circuit of the second proximity switch 12 (lower) remains closed. The pneumatic control module consists of an electric stop valve 01, a pressure reducing valve 02, a brake solenoid valve 03, a clamping solenoid valve 04, a check valve 05, an adjustable stopper 06, and a stopper 07. The train's main air duct provides compressed air to the pneumatic control module to control the downstream double-acting cylinder 24 and clamps 6 and 8.

[0094] The actuator consists of a double-acting cylinder 24, clamps 6 and 8, linear guides 2 and 4, sliders 9, 10, 13, and 14, an air pipe assembly 7, hoses 21 and 23, a cable chain 5, and an air interface 15. The air interface 15 is mounted on the base plate 16 and connected to the two air inlets of the double-acting cylinder 24 via hoses 23. The cable chain 5, encasing the air pipe assembly 7, is mounted at one end of the carriage and at the other end of the clamps 6 and 8. Both the air interface 15 and the air pipe assembly 7 are connected to the pneumatic control module. Linear guides 2 and 4 are mounted at the carriage end, while sliders 9, 10, 13, and 14, and clamps 6 and 8 are mounted on the drag vane 1. The piston rod of the double-acting cylinder 24 is fixed to a pair of inner support beams 1-1-6 of the drag vane body 1-1 via a support shaft 26 and bearing seats 25 and 28. The cylinder body is fixed to the base. When the train applies or releases emergency braking, the double-acting cylinder 24 pushes the drag vane 1, which moves up and down along the linear guides 2 and 4. The clamps 6 and 8 control the locking or movement of the drag vane 1 by clamping or releasing the linear guides 2 and 4.

[0095] The manual maintenance section consists of a hoisting frame 20, a maintenance frame 30, a lifter 17, a maintenance door 32, a hinge 33, a maintenance cover 35, door locks 31, 34, and 36, and hoisting rings 19, 27, and 29. The lifter 17 comprises a worm gear 17-1, a wire roller 17-2, a main frame 17-3, a special tool 17-4, a rotating shaft 17-5, a hook 17-6, a worm gear 17-7, a worm gear frame 17-8, and a steel cable 17-9.

[0096] The base consists of a base plate 16 and shock-absorbing pads 17 and 22, which serve to fix and dampen the entire device.

[0097] Among them, the relays FB and FC can be two single-contact relays; the clamping solenoid valve 04 can be a two-position three-way solenoid valve; the braking solenoid valve 03 can be a two-position five-way solenoid valve; the first proximity switch 3 and the second proximity switch 12 can be normally closed; the electric plug valve 01 has an exhaust function, which can release downstream pressure when it is closed; the worm gear has a self-locking function.

[0098] like Figure 11 and Figure 12 As shown, the control method for the lifting wind resistance braking device provided in this embodiment includes the following steps:

[0099] When the train applies emergency braking: the driver controls the emergency braking circuit to lose power, the circuit control relay FB closes, FC opens, and the brake solenoid valve 03 is energized. Simultaneously, because the first proximity switch 3 (upper) is closed, the clamping solenoid valve 04 is energized. Compressed air in the maglev train's main air duct flows through the electric stop valve 01, pressure reducing valve 02, and the P-port to B-port of the brake solenoid valve 03 in the control section, ultimately reaching the lower chamber of the double-acting cylinder 24. Compressed air in the upper chamber of the double-acting cylinder 24 flows through the check valve 05 and the A-port to S-port of the brake solenoid valve 03 to be discharged into the atmosphere, causing the double-acting cylinder 24 to rise. At the same time, upstream compressed air reaches the A1-port of the clamping solenoid valve 04. Because the clamping solenoid valve 04 is energized, the compressed air is blocked at the A1-port. Compressed air inside the clamps 6 and 8 is discharged into the atmosphere from the A2-port to the A3-port of the clamping solenoid valve 04, and the clamps 6 and 8 are released. When the wind resistance vane 1 rises to its maximum stroke, the first proximity switch 3 (upper) senses the magnetic block 11 and disconnects, the clamping solenoid valve 04 loses power and reverses, the pressure flows from port A1 to port A2 of the clamping solenoid valve 04, and finally reaches the clamps 6 and 8, which lock the wind resistance vane 1.

[0100] Train emergency braking relief: The driver controls the emergency braking circuit to be energized, the circuit control relay FB disconnects, FC closes, and the brake solenoid valve 03 is de-energized. Simultaneously, because the second proximity switch 12 (lower) is closed, the clamping solenoid valve 04 is energized. Compressed air in the maglev train's main air duct flows through the electric plug 01, pressure reducing valve 02, and the P-to-A port of the brake solenoid valve 03, and through the adjustable constriction plug 06, ultimately reaching the upper chamber of the double-acting cylinder 24. Compressed air in the lower chamber of the double-acting cylinder 24 flows through the B-to-R port of the brake solenoid valve 03, and is finally discharged to the atmosphere through the constriction plug 07. Due to the flow-limiting effect of the adjustable constriction plugs 06 and 07, the double-acting cylinder 24 descends slowly. At the same time, upstream compressed air reaches the A1 port of the clamping solenoid valve 04. Because the clamping solenoid valve 04 is energized, the compressed air is blocked at the A1 port. Compressed air inside clamps 6 and 8 is discharged into the atmosphere from port A2 to port A3 of clamping solenoid valve 04, and clamps 6 and 8 are released. When the drag vane 1 descends to the release position, the second proximity switch 12 (lower) senses the magnetic block 11 and disconnects, clamping solenoid valve 04 is de-energized and reverses, and pressure flows from port A1 to port A2 of clamping solenoid valve 04, finally reaching clamps 6 and 8, which then lock the drag vane 1.

[0101] Manual Maintenance: When the wind resistance braking device needs maintenance, control it to be in a de-energized state, rotate the electric stop valve 01 of the pneumatic control module to close, release the downstream pressure, and send a feedback signal to the electric stop valve 01 to close. Open the door lock 31 of the maintenance frame 30 and lift the maintenance door 32. Open the locking block on the hinge 33 and remove the maintenance door 32. Hang the hook 17-6 on the steel cable 17-9 on the lifting ring 19 on the lower right side of the wind resistance vane 1. At the same time, attach the special tool 17-4 to the rotating shaft 17-5, and control the special tool 17-4 to drive the rotating shaft 17-5 to rotate by hand. The rotating shaft 17-5 drives the worm gear 17-7 to rotate through the internal flat key, which in turn drives the worm wheel 17-1 and the line roller 17-2 to rotate. One end of the steel cable 17-9 is wound around the line roller 17-2, and the other end is connected to the hook 17-6. The rotating roller 17-2 pulls the steel cable 17-9, which, through the fixed pulley 20-1 on the hoisting frame 20, enables the manual lifting and lowering of the drag vane 1. Since the lead angle of the worm gear 17-1 and worm 17-7 is less than 3.5°, they have a self-locking function, allowing the drag vane 1 to be suspended at any position. At this time, the mounting nuts and other components of the double-acting cylinder 24 can be manually removed, and then the maintenance cover 35 at the top of the drag vane 1 can be unlocked and opened to remove the double-acting cylinder 24 from the drag vane 1. If overall maintenance is required, after venting the downstream pressure at the electric stop valve 01, the outer bearing seat 28 can be removed from the side of the drag braking device, and then the support shaft 27 can be pulled out. Finally, the entire drag vane 1 can be lifted out from the end of the carriage using the two lifting rings 27 and 29 on the upper part of the drag vane 1.

[0102] The lifting-type wind resistance braking device and its control method provided in this embodiment have at least the following advantages compared with the prior art:

[0103] The device features a braking position locking function: Existing technologies can only lock in the released position. When the double-acting cylinder pushes the drag vane to the braking state, the drag vane is longitudinally unrestrained and easily floats up and down due to the influence of external aerodynamic load frequency, resulting in unstable braking force. Furthermore, since the device lacks a limiting mechanism and relies solely on the piston rod of the double-acting cylinder for vertical restraint, the piston rod's disengagement can easily cause safety issues. The lifting drag braking device provided in this application has a braking position locking function, which can prevent the drag vane from floating up and down due to aerodynamic load fluctuations in the braking position, thus affecting the actual braking effect, and also prevent the piston rod of the double-acting cylinder from disengaging, thus preventing safety problems.

[0104] Emergency Braking Control Method: An electrical and pneumatic control method for an aerodynamic braking device is proposed. This method can realize the application and release of emergency braking, as well as locking in the braking and release positions, and can also realize the rapid raising and slow lowering function of the aerodynamic vanes. This method is simple and efficient; all logic control can be achieved by simply controlling the power supply to the emergency braking circuit.

[0105] It has a manual maintenance function: Existing technologies only consider the implementation of relevant principles, and do not consider how to maintain the device when it is in a state of no power and no air, which is far from being engineering-ready; the lifting wind resistance braking device provided in this application has a manual maintenance function, which makes it convenient to inspect or replace parts of the wind resistance braking device.

[0106] The present application features a complete drag vane structure: Existing technologies only provide the principle or schematic diagram of the drag braking device's drag vane, without providing a specific implementation plan, and therefore cannot determine whether it has load-bearing capacity. Since this drag braking device is used in the field of high-speed maglev, the overall structural form of the drag vane directly determines its bending and torsional resistance. The drag vane provided in this application adopts a welded structure of longitudinal beams, transverse beams, and diagonal beams, and the skin is fixed by blind rivets, possessing excellent bending and torsional resistance.

[0107] In this embodiment, the functions and roles of each component are as follows:

[0108] FB and FC relays: They open and close contacts by switching power on and off, thereby controlling the on and off of the output circuit.

[0109] Electric stop valve 01: The air circuit is opened and closed by manually rotating the handle, while the downstream pressure is released and the open / close signal is fed back.

[0110] Pressure reducing valve 02: controls the downstream pressure of the pipeline to a fixed value.

[0111] Brake Solenoid Valve 03: Two-position five-way reversing solenoid valve, which controls the direction of compressed air flow by gaining and losing power.

[0112] Clamping solenoid valve 04: Two-position three-way reversing solenoid valve, which controls the direction of compressed air flow by gaining and losing power.

[0113] Check valve 05: Prevents compressed air backflow and controls the direction of compressed air flow.

[0114] Adjustable choke 06: The flow diameter can be manually adjusted to slow down the gas flow rate.

[0115] Blockage 07: Fix the diameter and slow down the gas flow rate.

[0116] Wind resistance vane 1: When raised, it provides air resistance to the vehicle, thus achieving a braking effect.

[0117] Linear guides 2 and 4: installed at the end of the carriage, cooperating with the slider and constraining its movement in one direction.

[0118] First proximity switch 3 (upper): Installed at the end of the carriage, normally closed, the control output circuit is disconnected when a magnetic metal approaches.

[0119] Cable chain 5: A flexible mechanism used to wrap and protect the air tube.

[0120] Clamps 6 and 8: Installed on the wind resistance vane 1 and cooperate with the linear guide rails 2 and 4. When compressed air enters, they control the internal piston mechanism to clamp the linear guide rails 2 and 4 to achieve the locking function.

[0121] Air tube assembly 7: Transmits compressed air.

[0122] Slider 9, 10, 13, 14: Installed on wind resistance vane 1, cooperating with linear guide rail, and moving linearly along it.

[0123] Magnetic block 11: Installed on wind resistance vane 1, a type of magnetic metal.

[0124] Second proximity switch 12 (bottom): Installed at the end of the carriage, normally closed, the control output circuit is disconnected when a magnetic metal approaches.

[0125] Air circuit interface 15: mounted on the base plate 16, and connected to the output of the pneumatic control module.

[0126] Base plate 16: The mounting base for the entire wind resistance braking device, which is fixed to the vehicle floor by bolts.

[0127] Lifter 17: A mechanism for manually controlling the lifting and lowering of the wind resistance vane 1.

[0128] Shock-absorbing pads 18 and 22: reduce the impact between the wind-resistant airfoil 1 and the bottom plate 16.

[0129] Lifting ring 19: Installed at the lower right corner of the wind resistance wing 1, it is connected to the hook 17-6 on the lifting device 17 to achieve the lifting of the wind resistance wing 1.

[0130] Lifting frame 20: The supporting structure of the lifting device 17, installed on the base plate 16, and lifted using fixed pulleys 20-1.

[0131] Hose 21, 23: for transmitting compressed air.

[0132] Double-acting cylinder 24: Compressed air can be supplied to both the upper and lower ends of the piston. The piston rod is raised or lowered by the air intake at the upper and lower ends. The top of the piston rod is connected to the support shaft 26, and the cylinder base is fixedly connected to the base plate 16.

[0133] Bearing housings 25 and 28: mounted on a pair of inner support beams 316 of the wind resistance vane 1.

[0134] Support shaft 26: mounted on bearing housings 25 and 28, relying on the thrust provided by the piston rod on the double-acting cylinder 24 to drive bearing housings 25 and 28, which in turn drive the wind resistance vane 1 to rise.

[0135] Lifting rings 27 and 29: Installed on a pair of inner support beams 316 of the wind resistance vane 1, for lifting purposes.

[0136] Maintenance frame 30: mounted on base plate 16, providing protection for lift 17 and hoisting frame 20.

[0137] Door locks 31, 34, and 36: can be opened with the four corner keys to control the locking of maintenance door 32 and maintenance cover 35.

[0138] Maintenance door 32: Installed on the maintenance frame 30, it is opened when maintenance is required and is normally locked.

[0139] Hing 33: The fixed side is installed on the maintenance frame 30, and the movable side is installed on the maintenance door 32. The maintenance door 32 can be removed by opening the locking block.

[0140] Maintenance cover 35: Installed on top of the wind resistance vane 1, used for hoisting or removing the double-acting cylinder 24 for maintenance.

[0141] Worm gear 17-1: Installed on the online roller 17-2, it works with the worm 17-7 and has a self-locking function, that is, the worm can drive the worm gear, but the worm gear cannot drive the worm.

[0142] Line roller 17-2: Installed on the main frame 17-3, used to wind steel cable 17-9.

[0143] Main frame 17-3: The main body for installing the lifting device 17.

[0144] Special tool 17-4: works with shaft 17-5, and is manually rotated to drive shaft 17-5 to rotate.

[0145] Rotating shaft 17-5: It is connected to worm gear 17-7 via a flat key, which drives worm gear 17-7 to rotate.

[0146] Hook 17-6: Tie to steel cable 17-9, and hang on lifting ring 19 when hoisting is required.

[0147] Worm 17-7: Installed on worm gear holder 17-8, it cooperates with worm wheel 17-1 and has a self-locking function, that is, the worm can drive the worm wheel, but the worm wheel cannot drive the worm.

[0148] Worm Gear Frame 17-8: A support frame for mounting the worm gear 17-7 and the shaft 17-5.

[0149] Steel cable 17-9: Lifting and load-bearing function.

[0150] Fixed pulley 20-1: works with steel cable 17-9 to provide sliding and support functions.

[0151] Limiting post 20-2: Prevents the steel cable 17-9 hanging on the fixed pulley 20-1 from coming off.

[0152] Main body of drag vane 1-1: Main structural component of drag vane 1.

[0153] Skin 1-2: The main structure of the drag vane 1 that bears wind load.

[0154] Blind rivets 1-3: Fix the skin 1-2 to the main body 1-1 of the wind resistance wing.

[0155] Longitudinal beam A1-1-1: Load-bearing component, resisting bending.

[0156] Square aluminum 1-1-2: Provides support for the longitudinal beams and improves their bending resistance.

[0157] Inclined beam A1-1-3: Provides torsional resistance to longitudinal beam B1-1-3.

[0158] Longitudinal beam B1-1-4: Main support beam.

[0159] Inclined beam B1-1-5: Provides torsional resistance to longitudinal beam B1-1-3.

[0160] Inner support beam 1-1-6: Prevents the skin 1-2 from being concave due to wind resistance load.

[0161] Crossbeam A1-1-7: Load-bearing component, resists torsion.

[0162] Crossbeam B1-1-8: Load-bearing component, resists torsion.

[0163] Longitudinal beam C1-1-9: Load-bearing component, resisting bending.

[0164] Curved beam 1-1-10: Load-bearing component, resists torsion.

[0165] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The terms "upper," "lower," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and for simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0166] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In the description of this specification, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments in this specification. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0167] This application uses specific embodiments to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A lifting-type wind resistance braking device, characterized in that, include: The control mechanism is connected to the actuator, which controls the actuator to apply braking during emergency braking and controls the actuator to release braking when the emergency braking is released; The actuator is installed at the end of the train car. During emergency braking, it raises the drag vane and locks it in the braking position when the drag vane rises to the braking position. When the emergency braking is released, it lowers the drag vane and locks it in the release position after the drag vane has been fully lowered. A drag vane is connected to the actuator. The control mechanism includes an emergency braking circuit, a wind resistance braking application circuit, a wind resistance winglet locking circuit, a first relay, a second relay, a first proximity switch, a second proximity switch, and a magnetic block; wherein... The emergency braking circuit, the wind resistance braking application circuit, and the wind resistance wing locking circuit are respectively connected to the storage battery and powered by the storage battery. The first relay is connected in series in the wind resistance braking application circuit, and the control terminal of the first relay is connected to the emergency braking circuit; The first proximity switch is connected in series with the wind resistance wingplate locking circuit, and one end of the wind resistance wingplate locking circuit is connected to the wind resistance braking application circuit. The first terminal of the second relay is connected to the wind resistance braking application circuit, the second terminal of the second relay is connected to the first terminal of the second proximity switch, and the control terminal of the second relay is connected to the emergency braking circuit. The second terminal of the second proximity switch is connected to the wind resistance wingplate locking circuit, and the first proximity switch is located between the connection point of the second proximity switch and the wind resistance wingplate locking circuit and the connection point of the wind resistance wingplate locking circuit and the wind resistance braking application circuit. The first and second proximity switches are installed on the carriage, and the magnetic block is installed on the wind resistance vane. When the wind resistance vane is in the released position, the magnetic block approaches the second proximity switch, and the second proximity switch changes from closed to open, while the first proximity switch remains closed. When the wind resistance vane is in the braking position, the magnetic block approaches the first proximity switch, and the first proximity switch changes from closed to open, while the second proximity switch remains closed.

2. The lifting-type wind resistance braking device according to claim 1, characterized in that, The drag vane includes: The main body of the wind resistance blade is welded from longitudinal beams, transverse beams and diagonal beams; Skin riveted to the main body of the drag vane.

3. The lifting-type wind resistance braking device according to claim 2, characterized in that, The control mechanism also includes an electric stop valve, a pressure reducing valve, a braking solenoid valve, a clamping solenoid valve, a check valve, an adjustable stopcock, and a stopcock; wherein... The air inlet of the electric stop valve is connected to the main air duct of the train, and the exhaust end of the electric stop valve is connected to the air inlet of the pressure reducing valve. The exhaust end of the pressure reducing valve is connected to the inlet end of the brake solenoid valve and the inlet end of the clamping solenoid valve, respectively. The first exhaust end of the brake solenoid valve is connected to the air inlet end of the check valve, the second exhaust end of the brake solenoid valve is connected to the first air inlet of the double-acting cylinder of the actuator, the control end of the brake solenoid valve is connected to the wind resistance brake application circuit, and the compression plug is installed on the air line connecting the brake solenoid valve and the second exhaust end. The exhaust end of the check valve is connected to the second air inlet of the double-acting cylinder, and the two ends of the adjustable plug are respectively connected to the two ends of the check valve. The exhaust end of the clamping solenoid valve is connected to the clamp of the actuator, and the control end of the clamping solenoid valve is connected to the wind resistance vane locking circuit.

4. The lifting-type wind resistance braking device according to claim 3, characterized in that, The device also includes a base, and the actuator includes a double-acting cylinder, a clamp, a linear guide, and a slider; wherein... The linear guide rail is installed at the end of the carriage, the slider and the clamp are installed on the wind resistance wing plate, and the slider is slidably connected to the linear guide rail; When the drag vane includes the drag vane body, the piston rod of the double-acting cylinder is fixed to the drag vane body through the support shaft and bearing seat, and the cylinder body is fixed to the base. When the train brakes or releases the emergency brake, the double-acting cylinder pushes the drag vane to rise or fall along the linear guide rail. The clamp controls the drag vane to lock or move by clamping or releasing the linear guide rail.

5. The lifting-type wind resistance braking device according to claim 4, characterized in that, The device also includes a manual maintenance mechanism, which comprises a lifter, a maintenance door, a maintenance cover, and a lifting ring; wherein... The lifting device is installed on the base, the hoisting ring is installed on the main body of the drag vane, and the maintenance door is set on the skin at the bottom of the drag vane, and the maintenance door is opposite to the lifting device. After opening the maintenance cover, the hook on the lifting device cable can be hung on the hoisting ring, and the lifting device can be manually cranked to drive the drag vane to rise or fall. The lifting device is driven by a worm gear mechanism and has a self-locking function, which can make the drag vane hover at any position. The maintenance cover is located on the skin at the top of the drag vane and is directly above the double-acting cylinder. After opening the maintenance cover, the double-acting cylinder, which has been removed from the base and the drag vane body, can be pulled out from the drag vane.

6. A control method for a lifting-type wind resistance braking device, characterized in that, The lifting-type wind resistance braking device according to any one of claims 1 to 5 comprises: During emergency braking, the control mechanism controls the actuator to raise the drag vane and locks it in the braking position when it rises to the braking position. When the emergency brake is released, the control mechanism controls the actuator to lower the drag vane and locks it in the released position after it is fully lowered.

7. The method according to claim 6, characterized in that, The control mechanism includes an emergency braking circuit, a drag braking application circuit, a drag vane locking circuit, a first relay, a second relay, a first proximity switch, a second proximity switch, and a magnetic block. The emergency braking circuit, the drag braking application circuit, and the drag vane locking circuit are all connected to a battery and powered by the battery. The first relay is connected in series with the drag braking application circuit, and its control terminal is connected to the emergency braking circuit. The first proximity switch is connected in series with the drag vane locking circuit, and one end of the drag vane locking circuit is connected to the drag braking application circuit. The first terminal of the second relay is connected to the drag braking application circuit, and the second terminal of the second relay is connected to the second proximity switch. One end is connected to the other, and the control terminal of the second relay is connected to the emergency braking circuit; the second end of the second proximity switch is connected to the wind resistance wing locking circuit, and the first proximity switch is located between the connection point of the second proximity switch and the wind resistance wing locking circuit, and the connection point of the wind resistance wing locking circuit and the wind resistance braking application circuit; the first proximity switch and the second proximity switch are installed on the carriage, and the magnetic block is installed on the wind resistance wing. When the wind resistance wing is in the release position, the magnetic block approaches the second proximity switch, the second proximity switch changes from closed to open, and the first proximity switch is in the closed state; when the wind resistance wing is in the braking position, the magnetic block approaches the first proximity switch, the first proximity switch changes from closed to open, and the second proximity switch is in the closed state; During emergency braking, the control mechanism controls the actuator to raise the drag vane and locks it in the braking position when it reaches the braking position, including: During emergency braking, the emergency braking circuit is de-energized, causing the first relay to close and the second relay to open. The brake solenoid valve is energized to push out the piston rod of the double-acting cylinder, raising the drag vane. At the same time, the first proximity switch is closed, and the clamping solenoid valve is energized to release the clamp. When the drag vane rises to the braking position, the first proximity switch senses the magnetic block and disconnects, causing the clamping solenoid valve to de-energize and lock the clamp, thus locking the drag vane in the braking position.

8. The method according to claim 7, characterized in that, When the emergency brakes are released, the control mechanism controls the actuator to lower the drag vanes and locks them in the released position after they are fully lowered, including: When the emergency brake is released, the emergency brake circuit is energized, which causes the first relay to disconnect and the second relay to close. The brake solenoid valve is de-energized, controlling the piston rod of the double-acting cylinder to retract. At the same time, the second proximity switch is closed, and the clamping solenoid valve is energized, controlling the clamp to release. When the drag vane is lowered to the release position, the second proximity switch senses the magnetic block and disconnects, which in turn de-energizes the clamping solenoid valve, controlling the clamp to lock. Subsequently, the drag vane is locked in the release position.

9. The method according to claim 7, characterized in that, The control mechanism further includes an electric stop valve, a pressure reducing valve, a brake solenoid valve, a clamping solenoid valve, a check valve, an adjustable stopcock, and a stopcock; wherein, the air inlet of the electric stop valve is connected to the main air duct of the train, and the exhaust of the electric stop valve is connected to the air inlet of the pressure reducing valve; the exhaust of the pressure reducing valve is connected to the air inlet of both the brake solenoid valve and the clamping solenoid valve; the first exhaust of the brake solenoid valve is connected to the air inlet of the check valve, the second exhaust of the brake solenoid valve is connected to the first air inlet of the double-acting cylinder of the actuator, the control end of the brake solenoid valve is connected to the wind resistance braking application circuit, and the stopcock is installed on the air path connecting the brake solenoid valve and the second exhaust; the exhaust of the check valve is connected to the second air inlet of the double-acting cylinder, and both ends of the adjustable stopcock are connected to both ends of the check valve; the exhaust of the clamping solenoid valve is connected to the clamp of the actuator, and the control end of the clamping solenoid valve is connected to the wind resistance wing locking circuit; The device also includes a manual maintenance mechanism and a base. The manual maintenance mechanism includes a lifter, a maintenance door, a maintenance cover, and a lifting ring. The lifter is mounted on the base, the lifting ring is mounted on the main body of the drag vane, and the maintenance door is located on the skin at the bottom of the drag vane, opposite to the lifter. After opening the maintenance cover, the hook on the lifter's cable can be hooked onto the lifting ring, and the lifter can be manually cranked to raise or lower the drag vane. The lifter is driven by a worm gear mechanism and has a self-locking function, allowing the drag vane to be suspended at any position. The maintenance cover is located on the skin at the top of the drag vane and is directly above the double-acting cylinder. After opening the maintenance cover, the double-acting cylinder, which has been removed from the base and the main body of the drag vane, can be pulled out from the drag vane. The method further includes: When the wind resistance braking device needs to be manually inspected, the entire wind resistance braking device is de-energized, and the electric stop valve connected to the train's main air duct is closed to release the downstream pressure of the electric stop valve. Open the maintenance door, hang the hook on the steel cable on the lifting ring set on the wind resistance wing plate, and raise the wind resistance wing plate by hand-cranking the steel cable of the lifting device to facilitate the maintenance of the wind resistance braking device.

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