Wind resistance braking air driving system and high-speed superconducting electric maglev train

Abstract

The invention discloses a wind resistance braking air driving system and a high-speed superconductive electric maglev train, and relates to the technical field of high-speed superconductive electric maglev train braking. The wind resistance braking air driving system comprises an air supply module, a train pipeline module, an auxiliary module and a wind resistance braking driving module. The air supply module comprises a first air source device and a second air source device, the train pipeline module comprises a first main air pipe and a second main air pipe, the first air source device is communicated with the first main air pipe, and the second air source device is communicated with the second main air pipe. The auxiliary module comprises a shuttle valve, a first air supply pipeline and a second air supply pipeline, the first main blast pipe and the second main blast pipe are communicated with two air inlets of the shuttle valve, and an air outlet of the shuttle valve is communicated with the first air supply pipeline and the second air supply pipeline; the first air supply pipeline and the second air supply pipeline are used for supplying air to the wind resistance brake driving module and other air consumption systems of the train correspondingly. The wind supply and control requirements of the high-speed superconductive electric maglev train on wind resistance braking in the running process can be met.

Description

Technical Field

[0001] The invention relates to the technical field of high-speed superconducting electric magnetic levitation train braking, and more specifically to a wind resistance braking air drive system and a high-speed superconducting electric magnetic levitation train. Background Art

[0002] The braking methods of high-speed superconducting electric maglev trains include electric braking, wind resistance braking, wheel disc braking and skid braking. Among them, electric braking and wind resistance braking are non-adhesion braking, while wheel disc braking and skid braking are adhesion braking. The train uses a computer-controlled braking system with multiple functions such as normal braking, holding braking, emergency braking, safety braking and parking braking. The so-called safety braking refers to the braking method that is completed through the coordinated action of wind resistance braking and hydraulic wheel disc braking when the electric brake fails to ensure the safe parking of the train.

[0003] Since safety braking is the last line of defense to ensure the safe parking of the train when the electric brake fails, its importance is self-evident. When the electric brake fails to work properly, the train must rely on windage braking and hydraulic disc braking to achieve safe parking. However, hydraulic disc braking requires the running wheels to be lowered through the landing gear before it can be implemented, but it is currently impossible to manufacture components such as tires, bearings, landing gear and disc brake devices that can meet the operating speed requirements of 660km / h. Since windage braking force is proportional to the square of the speed and windage braking does not pollute the environment, the advantage of windage braking force is particularly significant at high speeds.

[0004] High-speed superconducting electric maglev trains are significantly different from traditional EMUs and urban rail transit trains in terms of technical characteristics. At present, the research on the wind resistance braking device and its drive system used in such trains is still in its infancy, and a mature solution has not yet been formed. Therefore, developing a set of wind resistance braking air drive system suitable for high-speed superconducting electric maglev trains to ensure that the train can brake safely has become a technical problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0005] In view of this, an object of the present invention is to provide a wind resistance braking air drive system to ensure safe braking of a high-speed superconducting electric maglev train.

[0006] Another object of the present invention is to provide a high-speed superconducting electric magnetic levitation train including the above-mentioned windage braking air drive system.

[0007] To achieve the above object, the present invention provides the following technical solutions:

[0008] A wind resistance brake air drive system, used for driving a wind resistance brake device to operate, the wind resistance brake device comprises a wind resistance brake wing plate, an upper locking mechanism and a lower locking mechanism, the upper locking mechanism is used for locking the wind resistance brake wing plate in a braking state, the lower locking mechanism is used for locking the wind resistance brake wing plate in a relief state, comprising an air supply module, a train pipeline module, an auxiliary module and a wind resistance brake drive module;

[0009] The air supply module includes a first air source device and a second air source device;

[0010] The train pipeline module includes a first main air duct and a second main air duct, the first air source device is connected to the first main air duct, and the second air source device is connected to the second main air duct;

[0011] The auxiliary modules are multiple groups, and include a shuttle valve, a first air supply pipeline and a second air supply pipeline. The first main air duct and the second main air duct are connected to two air inlets of the shuttle valve, and the air outlet of the shuttle valve is connected to the first air supply pipeline and the second air supply pipeline. The first air supply pipeline is connected to the wind resistance brake drive module, and the second air supply pipeline is used to communicate with other air systems.

[0012] The windage brake drive module is a plurality of groups, and includes a windage brake drive cylinder, an upper lock cylinder and a lower lock cylinder. The windage brake drive cylinder is used to drive the windage brake wing plate to switch from a relief state to a braking state, the upper lock cylinder is used to drive the upper locking mechanism to switch between a locked state and an unlocked state, and the lower lock cylinder is used to drive the lower locking mechanism to switch between a locked state and an unlocked state.

[0013] Optionally, in the above-mentioned windage brake air drive system, a plurality of side-discharge cut-off valves are arranged at intervals on the first main air duct and the second main air duct;

[0014] The first main air duct and the second main air duct are connected through a plurality of main air duct branches, and the main air duct branches are provided with cut-off valves.

[0015] Optionally, in the above-mentioned windage brake air drive system, the air outlet of the shuttle valve is connected to an auxiliary pipeline, the auxiliary pipeline is connected to the first air supply pipeline and the second air supply pipeline, the auxiliary pipeline is provided with a first isolation plug valve and / or an air filter, and the auxiliary pipeline is connected to an auxiliary air cylinder.

[0016] Optionally, in the above-mentioned windage brake air drive system, a group of the windage brake drive modules includes at least two windage brake drive units, and the windage brake drive units include:

[0017] A first solenoid valve is connected between the first air supply pipeline and the wind resistance brake driving cylinder. The first solenoid valve is cut off when powered on and is turned on when powered off. When the first solenoid valve is turned on, the wind resistance brake driving cylinder drives the wind resistance brake wing plate to switch from a release state to a braking state.

[0018] a second solenoid valve connected between the first air supply pipeline and the upper locking cylinder, the second solenoid valve being cut off when energized and making the upper locking mechanism in an unlocked state, and being turned on when de-energized and making the upper locking mechanism in a locked state;

[0019] The third solenoid valve is connected between the first air supply pipeline and the lower locking cylinder. The third solenoid valve is cut off when powered on and puts the lower locking mechanism in a locked state. The third solenoid valve is turned on when powered off and puts the lower locking mechanism in an unlocked state.

[0020] Optionally, in the above-mentioned windage brake air drive system, the windage brake drive unit includes a first travel switch and a second travel switch further used to detect the action of the windage brake drive cylinder;

[0021] When the first travel switch is triggered, the windage brake wing is in a release state, and when the second travel switch is triggered, the windage brake wing is in a braking state.

[0022] Optionally, in the above-mentioned windage brake air drive system, the windage brake drive unit further comprises:

[0023] a brake pipeline, wherein the air inlet end of the brake pipeline is communicated with the first air supply pipeline, the air outlet end of the brake pipeline is communicated with the first solenoid valve, the second solenoid valve and the third solenoid valve, and a one-way valve and / or the second isolation plug valve are arranged on the brake pipeline;

[0024] The brake air cylinder is connected to the brake pipeline, and along the air supply direction, the brake air cylinder is arranged downstream of the one-way valve and / or the second isolation plug.

[0025] Optionally, in the above-mentioned windage brake air drive system, the first solenoid valve, the second solenoid valve and the third solenoid valve are all two-position three-way solenoid valves; and / or,

[0026] The air outlet of the first solenoid valve is provided with a throttle valve.

[0027] Optionally, in the above-mentioned windage brake air drive system, a pressure sensor is provided on the first air supply pipeline;

[0028] When the pressure sensor detects that the pressure in the first air supply pipeline is less than a first preset pressure, the first air source device and the second air source device supply air simultaneously; when the pressure sensor detects that the pressure in the first air supply pipeline is equal to the first preset pressure, the first air source device and the second air source device supply air alternately; when the pressure sensor detects that the pressure in the first air supply pipeline is greater than or equal to the second preset pressure, the first air source device and the second air source device stop supplying air, and the first preset pressure is less than the second preset pressure.

[0029] Optionally, in the above-mentioned windage brake air drive system, a one-way valve and an overflow valve are provided on the second air supply pipeline, and the overflow valve is opened when the pressure in the second air supply pipeline reaches a third preset pressure, and the third preset pressure is lower than the first preset pressure.

[0030] Optionally, in the above-mentioned windage brake air drive system, a pressure switch is provided on the first air supply pipeline;

[0031] When the pressure in the first air supply pipeline is lower than a low-pressure preset value, the first air source device and the second air source device supply air simultaneously; when the pressure in the first air supply pipeline is higher than a high-pressure preset value, the first air source device and the second air source device stop supplying air; the high-pressure preset value is higher than the low-pressure preset value.

[0032] Optionally, in the above-mentioned windage brake air drive system, the remaining air systems include an air spring system, a door control drive system and a bagpipe drive system.

[0033] A high-speed superconducting electric magnetic levitation train comprises the above-mentioned windage braking air drive system.

[0034] The windage brake air drive system provided by the present invention includes an air supply module, a train pipeline module, an auxiliary module and a windage brake drive module. The air supply module includes a first air source device and a second air source device, the first air source device and the second air source device include but are not limited to air compressors; the train pipeline module includes a first main air duct and a second main air duct, the first air source device is connected to the first main air duct, and the second air source device is connected to the second main air duct. The auxiliary module is a plurality of groups, and includes a shuttle valve, a first air supply pipeline and a second air supply pipeline, the first main air duct and the second main air duct are connected to two air inlets of the shuttle valve, the air outlet of the shuttle valve is connected to the first air supply pipeline and the second air supply pipeline, the first air supply pipeline is connected to the windage brake drive module to supply air to the windage brake drive module, and the second air supply pipeline is used to communicate with the remaining air systems of the train, and the remaining air systems include an air spring system, a door control drive system, a bagpipe drive system, etc. The windage brake drive module consists of multiple groups and includes a windage brake drive cylinder, an upper lock cylinder and a lower lock cylinder. The windage brake drive cylinder is used to drive the windage brake wing plate to switch from a relief state to a braking state, the upper lock cylinder is used to drive the upper locking mechanism to switch between a locked state and an unlocked state, and the lower lock cylinder is used to drive the lower locking mechanism to switch between a locked state and an unlocked state.

[0035] When the high-speed superconducting electric maglev train starts running, the first air source device and the second air source device of the windage brake air drive system disclosed in the present invention are started at the same time and provide clean and dry pressurized air to the first main air duct and the second main air duct respectively, and the first main air duct and the second main air duct can deliver the pressurized air to the whole vehicle. The pressure of the pressurized air of the first main air duct and the second main air duct is compared at the shuttle valve of each auxiliary module, and the high-pressure pressurized air enters the auxiliary module, and then supplies air to the windage brake drive module and the rest of the air systems of the train through the distribution of the auxiliary module. When one of the first main air duct and the second main air duct fails, breaks or leaks, it does not affect the other pipeline from supplying air to the system.

[0036] Compared with the prior art, the windage braking air drive system provided by the present invention can adapt to the safe braking conditions of high-speed superconducting electric maglev trains and meet the air supply and control requirements for windage braking of high-speed superconducting electric maglev trains during operation.

[0037] The high-speed superconducting electric magnetic levitation train provided by the present invention includes the above-mentioned windage braking air drive system, so it also has the above-mentioned structure and beneficial effects. Other structures refer to the prior art and are not described here in detail. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0039] Figure 1 The structure of the high-speed superconducting electric maglev train disclosed in the embodiment of the present invention is shown in FIG. Figure 1 ;

[0040] Figure 2 The structure of the high-speed superconducting electric maglev train disclosed in the embodiment of the present invention is shown in FIG. Figure 2 ;

[0041] Figure 3 The structure of the high-speed superconducting electric maglev train disclosed in the embodiment of the present invention is shown in FIG. Figure 3 ;

[0042] Figure 4 for Figure 3 Cross-section at AA in the middle;

[0043] Figure 5 It is a schematic diagram of a windage brake air drive system disclosed in an embodiment of the present invention;

[0044] Figure 6 It is a schematic diagram of the air supply module and the train pipeline module disclosed in the embodiment of the present invention;

[0045] Figure 7 A schematic diagram of an auxiliary module disclosed in an embodiment of the present invention;

[0046] Figure 8 It is a schematic diagram of a windage brake drive module disclosed in an embodiment of the present invention;

[0047] Fig. 9 This is a schematic diagram of a windage brake drive unit disclosed in an embodiment of the present invention.

[0048] Among them, 100 is the end car, 110 is the middle car, 200 is the wind resistance brake device, 300 is the air supply module, 310 is the train pipeline module, 311 is the first main air duct, 312 is the second main air duct, 313 is the main air duct branch, 320 is the auxiliary module, 321 is the first air supply pipeline, 322 is the second air supply pipeline, 323 is the auxiliary pipeline, 330 is the wind resistance brake drive module, and 331 is the brake pipeline;

[0049] 1.1 is the first air source device, 1.2 is the second air source device, 2.1 is the first side-discharge cut-off valve, 2.2 is the second side-discharge cut-off valve, 2.3 is the third side-discharge cut-off valve, 2.4 is the fourth side-discharge cut-off valve, 3 is the cut-off valve, 4 is the shuttle valve, 5.1 is the first isolation valve, 5.2 is the second isolation valve a, 5.3 is the second isolation valve b, 6 is the air filter, 7.1 is the first one-way valve, 7.2 is the second one-way valve a, 7.3 is the second one-way valve b, 8 is the overflow valve, 9.1 is the first pressure measuring joint, 9.2 is the second pressure measuring joint, 9.3 is the third pressure measuring joint a, 9.4 is the third pressure measuring joint b, 10.1 is the auxiliary air cylinder, 10.2 is the brake Air cylinder a, 10.3 is the brake air cylinder b, 11 is the pressure switch, 12.1 is the first pressure sensor, 12.2 is the second pressure sensor a, 12.3 is the second pressure sensor b, 13.1 is the throttle valve a, 13.2 is the throttle valve b, 14.1 is the first solenoid valve a, 14.2 is the first solenoid valve b, 14.3 is the second solenoid valve a, 14.4 is the third solenoid valve a, 14.5 is the second solenoid valve b, 14.6 is the third solenoid valve b, 15.1 is the windage brake drive cylinder a, 15.2 is the windage brake drive cylinder b, 16.1 is the upper lock cylinder a, 16.2 is the upper lock cylinder b, 17.1 is the lower lock cylinder a, 17.2 is the lower lock cylinder b. DETAILED DESCRIPTION

[0050] The core of the invention is to disclose a wind resistance braking air drive system to ensure the safe braking of a high-speed superconducting electric magnetic levitation train.

[0051] Another core of the present invention is to disclose a high-speed superconducting electric magnetic levitation train including the above-mentioned wind resistance braking air drive system.

[0052] The following embodiments are described with reference to the accompanying drawings. In addition, the embodiments shown below do not limit the invention contents described in the claims. In addition, the entire contents of the structures represented by the following embodiments are not limited to those necessary as solutions to the inventions described in the claims. It should be noted that, for ease of description, only the parts related to the inventions are shown in the accompanying drawings. The embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0053] Combination Figure 1-Figure 9 The windage brake air drive system disclosed in the present invention is used to drive the windage brake device 200 to operate. The windage brake device 200 includes a windage brake wing plate, an upper locking mechanism and a lower locking mechanism. The windage brake wing plate has a braking state and a release state. The upper locking mechanism and the lower locking mechanism are used to lock the windage brake wing plate in the braking state and the release state respectively. Exemplary, Figure 4A solution for performing wind resistance braking by raising and lowering the wind resistance brake wing is shown. When the wind resistance brake wing is raised, it is in a braking state, and when the wind resistance brake wing is lowered, it is in a relief state. The switching of the wind resistance brake wing between the braking state and the relief state is not limited to the lifting action, but can also be a folding and unfolding action, etc. The specific structure and operation mechanism of the wind resistance brake device 200 are all existing technologies and will not be repeated here.

[0054] The wind resistance brake air drive system disclosed in the present invention includes an air supply module 300, a train pipeline module 310, an auxiliary module 320 and a wind resistance brake drive module 330. The air supply module 300 includes a first air source device 1.1 and a second air source device 1.2, the first air source device 1.1 and the second air source device 1.2 include but are not limited to air compressors; the train pipeline module 310 includes a first main air duct 311 and a second main air duct 312, the first air source device 1.1 is connected to the first main air duct 311, and the second air source device 1.2 is connected to the second main air duct 312.

[0055] The auxiliary module 320 is a plurality of groups, and includes a shuttle valve 4, a first air supply pipeline 321 and a second air supply pipeline 322. The first main air duct 311 and the second main air duct 312 are connected to the two air inlets of the shuttle valve 4, and the air outlet of the shuttle valve 4 is connected to the first air supply pipeline 321 and the second air supply pipeline 322. The first air supply pipeline 321 is connected to the windage brake drive module 330 to supply air to the windage brake drive module 330, and the second air supply pipeline 322 is used to connect with the remaining air systems of the train, including an air spring system, a door control drive system, a bagpipe drive system, etc.

[0056] The windage brake drive module 330 is a multiple group, and includes a windage brake drive cylinder, an upper lock cylinder and a lower lock cylinder. The windage brake drive cylinder is used to drive the windage brake wing plate to switch from a relief state to a braking state, the upper lock cylinder is used to drive the upper locking mechanism to switch between a locked state and an unlocked state, and the lower lock cylinder is used to drive the lower locking mechanism to switch between a locked state and an unlocked state.

[0057] When the high-speed superconducting electric maglev train starts running, the first air source device 1.1 and the second air source device 1.2 are started at the same time and provide clean and dry compressed air to the first main air duct 311 and the second main air duct 312 respectively. The first main air duct 311 and the second main air duct 312 can deliver the compressed air to the whole vehicle. The pressure of the compressed air of the first main air duct 311 and the second main air duct 312 is compared at the shuttle valve 4 of each auxiliary module 320. The high-pressure compressed air enters the auxiliary module 320, and then supplies air to the wind resistance brake drive module 330 and the rest of the air systems of the train through the distribution of the auxiliary module 320. When one of the first main air duct 311 and the second main air duct 312 fails, breaks or leaks air, it does not affect the other pipeline to supply air to the system.

[0058] Compared with the prior art, the present invention can adapt to the safe braking conditions of high-speed superconducting electric maglev trains and meet the air supply and control requirements for wind resistance braking of high-speed superconducting electric maglev trains during operation.

[0059] Specifically, the high-speed superconducting electric maglev train includes two end cars 100 and multiple middle cars 110, the middle cars 110 are sequentially connected between the two end cars 100, and the first wind source device 1.1 and the second wind source device 1.2 are preferably respectively arranged on the two end cars 100 located at the end.

[0060] Exemplary, combined Figure 1 , Figure 2 As shown in Table 1, in one embodiment, the high-speed superconducting electric magnetic levitation train is composed of eight cars, including six intermediate cars 110 and two end cars 100. The eight cars are defined as car 1, car 2, car 3, car 4, car 5, car 6, car 7 and car 8 in the direction from the first end to the second end of the high-speed superconducting electric magnetic levitation train. Four sets of wind resistance braking devices 200 are arranged on car 4 or car 5, and two sets of wind resistance braking devices 200 are arranged on other intermediate cars 110, that is, the high-speed superconducting electric magnetic levitation train is equipped with a total of 18 sets of wind resistance braking devices 200, and each set of wind resistance braking devices 200 is arranged at the end position of the intermediate car 110 and the end wall position of the front cab of the end car 100, so that wind resistance braking devices 200 are arranged at both end positions of each intermediate car 110.

[0061] Table 1 Windage Brake Air Drive System Configuration Table

[0062]

[0063] When the high-speed superconducting electric magnetic levitation train adopts a marshaling of different numbers of end cars 100 and middle cars 110, the arrangement of the wind resistance braking device 200 is the same as the above-mentioned manner, which will not be described in detail herein.

[0064] Combination Figure 5 and Figure 6 , a plurality of side-row cut-off valves are arranged at intervals on the first main air duct 311 and the second main air duct 312, and the side-row cut-off valves can be used to detect whether the corresponding pipe section is leaking; and the first main air duct 311 and the second main air duct 312 are connected through a plurality of main air duct branches 313, and the cut-off valves 3 are arranged on the main air duct branches 313. Exemplarily, the figure shows a technical solution in which a first side-row cut-off valve 2.1 and a second side-row cut-off valve 2.2 are arranged on the first main air duct 311, and a third side-row cut-off valve 2.3 and a fourth side-row cut-off valve 2.4 are arranged on the second main air duct 312.

[0065] Specifically, the first main air duct 311 includes a first main pipe section arranged on each car, and a first connecting pipe section connected in series between two adjacent first main pipe sections. The second main air duct 312 includes a second main pipe section arranged on each car, and a second connecting pipe section connected in series between two adjacent second main pipe sections. The first connecting pipe section and the second connecting pipe section are usually hoses. The first main pipe section and the second main pipe section on the same car are connected through at least one main air duct branch pipe 313. When a pipe section of the first main air duct 311 or the second main air duct 312 has a fault such as air leakage, the corresponding side-discharge shut-off valves at both ends of the pipe section are closed, and the shut-off valve 3 of the corresponding main air duct branch pipe 313 is opened. The faulty pipe section can be isolated without affecting the air supply to other normal pipe sections.

[0066] In addition, when the first connecting pipe section and the second connecting pipe section need to be inspected or dismantled, the side discharge shut-off valves at both ends of the first connecting pipe section and the second connecting pipe section are first closed, and the pressurized air in the first connecting pipe section and the second connecting pipe section is discharged to avoid injury from the pressurized air in the first connecting pipe section and the second connecting pipe section during the disassembly process.

[0067] The number of side-row shut-off valves on the first main air duct 311 and the second main air duct 312 is not limited to being configured in a one-to-one correspondence with the number of the first main pipe sections and the second main pipe sections, but can be adjusted according to actual conditions.

[0068] In one embodiment, in combination Figure 5 and Figure 7The air outlet of the shuttle valve 4 of the auxiliary module 320 is connected to an auxiliary pipeline 323, and the auxiliary pipeline 323 is connected to the first air supply pipeline 321 and the second air supply pipeline 322. The first isolation plug door 5.1 and / or the air filter 6 are provided on the auxiliary pipeline 323, and the auxiliary pipeline 323 is connected to the auxiliary air cylinder 10.1. The first isolation plug door 5.1 is used to control the connection and cutoff of the auxiliary pipeline 323, and then control whether the auxiliary module 320 is connected to the train pipeline module 310. The air filter 6 is used to filter impurities in the pressurized air to improve the cleanliness of the gas. The auxiliary air cylinder 10.1 has an air storage function. When the wind resistance brake drive function is implemented, the auxiliary air cylinder 10.1 can provide stable pressurized air to the system.

[0069] Combination Figure 7 After the compressed air enters the auxiliary module 320 through the shuttle valve 4, it flows through the first isolation plug door 5.1 and the air filter 6 in sequence through the auxiliary pipeline 323 and is divided into three paths. One path enters the auxiliary air cylinder 10.1, and the other two paths enter the first air supply pipeline 321 and the second air supply pipeline 322 respectively.

[0070] Furthermore, combined with Figure 7 A first pressure measuring joint 9.1 and a second pressure measuring joint 9.2 are respectively provided on the first gas supply pipeline 321 and the second gas supply pipeline 322. A third pressure sensor (not shown in the figure) and a first pressure sensor 12.1 are respectively configured through the first pressure measuring joint 9.1 and the second pressure measuring joint 9.2 to detect the pressure in the first gas supply pipeline 321 and the second gas supply pipeline 322.

[0071] According to the number of wind resistance brake devices 200 on each car, the wind resistance brake drive module 330 on each car includes wind resistance brake drive units corresponding to the number of wind resistance brake devices 200. For example, if two wind resistance brake devices 200 are configured on car No. 2, the wind resistance brake air drive system and the wind resistance brake drive module 330 corresponding to car No. 2 include two wind resistance brake drive units connected in parallel. Figure 7 After the airflow flows out of the first air supply pipeline 321, it is divided into two paths to supply two wind resistance brake drive units respectively. The fourth car is equipped with four sets of wind resistance brake devices 200, so the wind resistance brake air drive system and the wind resistance brake drive module 330 corresponding to the fourth car include four parallel wind resistance brake drive units. After the airflow flows out of the first air supply pipeline 321, it is divided into four paths to supply four wind resistance brake drive units respectively.

[0072] Among them, each wind resistance brake drive unit includes a first solenoid valve, a second solenoid valve and a third solenoid valve. The first solenoid valve is connected between the first air supply pipeline 321 and the wind resistance brake drive cylinder, and the first solenoid valve is cut off when the power is on and is turned on when the power is off. When the first solenoid valve is turned on, the wind resistance brake drive cylinder drives the wind resistance brake wing plate to switch from the relief state to the braking state. The second solenoid valve is connected between the first air supply pipeline 321 and the upper lock cylinder. The second solenoid valve is cut off when the power is on and the upper locking mechanism is in the unlocked state. It is turned on when the power is off and the upper locking mechanism is in the locked state. The third solenoid valve is connected between the first air supply pipeline 321 and the lower lock cylinder. The third solenoid valve is cut off when the power is on and the lower locking mechanism is in the locked state. It is turned on when the power is off and the lower locking mechanism is in the unlocked state.

[0073] The first solenoid valve, the second solenoid valve and the third solenoid valve can all be two-position three-way solenoid valves.

[0074] Furthermore, in order to facilitate the on-off control of the second solenoid valve and the third solenoid valve, the wind resistance brake drive unit includes a first travel switch and a second travel switch for detecting the action of the wind resistance brake drive cylinder; when the first travel switch is triggered, it indicates that the wind resistance brake wing is in a released state, and when the second travel switch is triggered, it indicates that the wind resistance brake wing is in a braking state.

[0075] The windage brake air drive system disclosed in the present invention adopts a fault-oriented design principle, that is, braking is applied when power is lost. When the train is in normal operation, the first solenoid valve is energized to cut off the pressurized air to the windage brake drive cylinder, and the windage brake wing is in a relieved state; the third solenoid valve is energized to cut off the pressurized air to the lower lock cylinder, so that the lower locking mechanism is in a locked state; the second solenoid valve is energized to cut off the pressurized air to the upper lock cylinder, so that the upper locking mechanism is in an unlocked state.

[0076] Under normal circumstances, when the train control and management system TCMS determines that the train electric brake fails and safety braking needs to be implemented, the third solenoid valve loses power, opens the pressurized air to the lower lock cylinder, and puts the lower locking mechanism in an unlocked state. After a delay of 0.5s or other preset time, the first solenoid valve loses power, opens the pressurized air to the wind resistance brake drive cylinder, and the wind resistance brake wing plate switches from the release state to the braking state. The wind resistance brake drive cylinder releases the triggering of the first stroke switch S2 (S4), and outputs a signal to TCMS that the wind resistance brake device 200 is in the state switching. When the wind resistance brake wing plate switches to the braking state, the wind resistance brake drive cylinder triggers the second stroke switch S1 (S3), and outputs a signal to TCMS that the wind resistance brake device 200 is in the braking state. At this time, the second solenoid valve loses power, cuts off the pressurized air to the upper lock cylinder, puts the upper locking mechanism in a locked state, and locks the wind resistance brake wing plate in the braking state.

[0077] Under abnormal circumstances, when a power failure occurs in the train, the first solenoid valve, the second solenoid valve and the third solenoid valve all lose power. At this time, the lower locking mechanism is in an unlocked state, and the windage brake drive cylinder drives the windage brake wing plate to switch from a relief state to a braking state, and touches the locked upper locking mechanism, causing the upper locking mechanism to be directly knocked open to form a one-time clamping structure. In this case, even if the power is restored later, the locking and unlocking cannot be operated to ensure the safe braking of the train.

[0078] In one embodiment, in combination Fig. 9 The wind resistance brake drive unit also includes a brake pipeline 331 and a brake air cylinder. The air inlet end of the brake pipeline 331 is connected to the first air supply pipeline 321, and the air outlet end is connected to the first solenoid valve, the second solenoid valve and the third solenoid valve, and a second one-way valve and / or a second isolation plug are arranged on the brake pipeline 331; the brake air cylinder is connected to the brake pipeline 331, and along the air supply direction, the brake air cylinder is located downstream of the one-way valve and / or the second isolation plug to avoid air flow backflow.

[0079] Exemplary, combined Figure 8 One of the two groups of wind resistance brake drive units is equipped with a second isolation plug door a5.2, a second one-way valve a7.2, a brake air cylinder a10.2, a first solenoid valve a14.1, a second solenoid valve a14.3, a third solenoid valve a14.4, a wind resistance brake drive cylinder a15.1, an upper lock cylinder a16.1 and a lower lock cylinder a17.1; the other group is equipped with a second isolation plug door b5.3, a second one-way valve b7.3, a brake air cylinder b10.3, a first solenoid valve b14.2, a second solenoid valve b14.5, a third solenoid valve b14.6, a wind resistance brake drive cylinder b15.2, an upper lock cylinder b16.2 and a lower lock cylinder b17.2.

[0080] Furthermore, a third pressure measuring joint a9.3 and a third pressure measuring joint b9.4 are respectively configured on the brake pipes 331 of the two groups of wind resistance brake drive units, and a second pressure sensor a12.2 and a second pressure sensor b12.3 are respectively installed through the third pressure measuring joint a9.3 and the third pressure measuring joint b9.4 to perform pressure detection on the brake pipe 331.

[0081] Furthermore, the exhaust port of the first solenoid valve is provided with a throttle valve, that is, in the figure, the exhaust ports of the first solenoid valve a14.1 and the first solenoid valve b14.2 are respectively provided with a throttle valve a13.1 and a throttle valve b13.2.

[0082] When the train implements safety braking, the brake release operation is allowed only after the train stops. When the wind resistance brake release function is performed, the second solenoid valve is energized, cutting off the pressure air to the wind resistance brake upper lock cylinder, and the upper lock mechanism is in an unlocked state; at the same time, the third solenoid valve loses power, opening the pressure air to the lower lock cylinder, so that the lower lock mechanism is in an unlocked state; after a delay of 0.5s or other preset time, the first solenoid valve is energized, cutting off the pressure air to the wind resistance brake drive cylinder and connecting the pressure air of the wind resistance brake drive cylinder with the exhaust port of the first solenoid valve, so that the pressure air in the wind resistance brake drive cylinder flows through the throttle valve and is discharged to the atmosphere. The setting of the throttle valve can effectively control the outflow rate of the pressure air in the wind resistance brake drive cylinder, prevent the wind resistance brake wing plate from falling too fast due to its own weight, and avoid the impact of the exhaust process on the personal safety of maintenance workers.

[0083] In a specific embodiment disclosed in the present invention, the wind source start-stop control function of the wind resistance brake air drive system adopts network control when the network is working normally. Specifically, a pressure sensor (first pressure sensor 12.1) is provided on the first air supply pipeline 321. When the pressure sensor detects that the pressure in the first air supply pipeline 321 is less than the first preset pressure, the first air source device 1.1 and the second air source device 1.2 supply air at the same time; when the pressure sensor detects that the pressure in the first air supply pipeline 321 is equal to the first preset pressure, the first air source device 1.1 and the second air source device 1.2 supply air alternately at regular intervals; when the pressure sensor detects that the pressure in the first air supply pipeline 321 is greater than or equal to the second preset pressure, the first air source device 1.1 and the second air source device 1.2 stop supplying air, and the first preset pressure is less than the second preset pressure.

[0084] Exemplarily, the following description is made by taking the first preset pressure as 8 bar and the second preset pressure as 9 bar as an example. When the pressure sensor detects that the pressure in the first air supply pipeline 321 is lower than 8 bar, the first air source device 1.1 and the second air source device 1.2 supply air at the same time; when the pressure sensor detects that the pressure in the first air supply pipeline 321 reaches 8 bar, a single air source device is used to supply air, that is, the first air source device 1.1 and the second air source device 1.2 supply air alternately at regular intervals; when the pressure sensor detects that the pressure in the first air supply pipeline 321 reaches 9 bar, the first air source device 1.1 and the second air source device 1.2 both stop supplying air; when the pressure sensor detects that the pressure in the first air supply pipeline 321 drops to 7 bar, the first air source device 1.1 and the second air source device 1.2 supply air at the same time; when the pressure sensor detects that the pressure in the first air supply pipeline 321 reaches 8 bar again, a single air source device is used to supply air until the pressure in the first air supply pipeline 321 reaches 9 bar and stops supplying air, and the cycle continues.

[0085] Further optimization scheme, a pressure switch 11 is provided on the first air supply pipeline 321, and the pressure switch 11 is used to control whether the first air source device 1.1 and the second air source device 1.2 supply air according to the pressure change in the first air supply pipeline 321 when the network control fails. Specifically, when the network control fails, the pressure switch 11 starts to execute the action, when the pressure in the first air supply pipeline 321 is less than the low pressure preset value set by the pressure switch 11, the first air source device 1.1 and the second air source device 1.2 continue to supply air, and when the pressure in the first air supply pipeline 321 is greater than the high pressure preset value set by the pressure switch 11, the first air source device 1.1 and the second air source device 1.2 stop supplying air.

[0086] It is understood by those skilled in the art that by reasonably setting the low pressure preset value and the high pressure preset value of the pressure switch 11, the pressure switch 11 can maintain normal operation during the network control process without interfering with the network control. For example, the low pressure preset value can be 7 bar, and the high pressure preset value can be 9 bar.

[0087] Combination Figure 7 Along the air supply direction, a one-way valve and a relief valve 8 are sequentially arranged on the second air supply pipeline 322. When the pressure in the second air supply pipeline 322 reaches a third preset pressure, the relief valve 8 opens, and the third preset pressure is less than the first preset pressure.

[0088] Exemplarily, the third preset pressure is 6 bar, that is, only when the pressure in the second air supply pipeline 322 exceeds 6 bar, the overflow valve 8 can be opened, so that when the auxiliary module 320 is charging, it can preferentially charge in the direction of the windage brake drive module 330. When the pressure exceeds 6 bar, it can flow through the one-way valve and the overflow valve 8 to charge the air spring system, the gate drive system, and the bagpipe drive system, thereby ensuring the priority of safety brake charging and improving the availability of windage brake in emergency situations.

[0089] Combination Figure 5 In the present invention, the one-way valve is used to avoid the phenomenon of air backflow. The isolation plug gate is used to separate different modules. For example, when a major fault occurs in the wind resistance brake drive module 330, the second isolation plug gate a5.2 and the second isolation plug gate b5.3 are manually operated to temporarily cut off the wind resistance brake function, but the functions of other modules are not affected. When a major fault occurs in the auxiliary module 320 and its downstream gate control system, bagpipe system and other modules, the first isolation plug gate 5.1 is manually operated to isolate the air system of the intermediate car 110, so that the train pipeline module 310 does not charge air to the train section without affecting the normal operation of other trains. When a certain isolation plug gate is manually operated, the electrical contacts of the isolation plug gate will be connected and output an isolation signal to the train control system. The train will switch its function control according to the isolation signal to respond to the operation of the isolation plug gate.

[0090] If the windage brake drive module 330 does not fail at this time, the pressurized air stored in the brake cylinder can still meet the windage brake drive capacity for more than 3 times. The windage brake drive capacity is the ability of the windage brake drive cylinder to drive the windage brake wing to switch from a relief state to a braking state.

[0091] The present invention has the following advantages:

[0092] (1) The dual-circuit main air duct redundant air supply design scheme of the first main air duct 311 and the second main air duct 312 has a higher safety level. When the first main air duct 311 or the second main air duct 312 is broken or leaks, the fault point can be isolated by opening and closing the side discharge cut-off valve and the cut-off valve 3 in each vehicle. Even if a fault occurs during operation and the fault point cannot be isolated, the other main air duct can smoothly supply air to the system through the shuttle valve 4, and the main air duct with the fault is isolated at the same time, without affecting the normal operation of the train.

[0093] (2) The design scheme of prioritizing the air charging of the windage brake drive module 330 improves the availability of windage brake in emergency situations and ensures the priority of air charging for safe braking.

[0094] (3) A modular design scheme is adopted for easy configuration. The windage brake air drive system consists of four modules: an air supply module 300, a train pipeline module 310, an auxiliary module 320, and a windage brake drive module 330. It can be arbitrarily combined according to the number and position of the windage brake device 200 of each car in the train. It has strong versatility and is easy to install and maintain.

[0095] (4) Reasonable arrangement of isolation gates to achieve step-by-step isolation and reduce the impact of the fault point on the function of the entire vehicle. The train is equipped with a vehicle-level first isolation gate 5.1 and a single wind resistance brake second isolation gate, which can be isolated according to the specific area of ​​the fault point to ensure the minimum impact on the safe operation of the train when a fault occurs.

[0096] (5) A fault-oriented design scheme is adopted to improve the safety of the wind resistance brake air drive system. The first solenoid valve that controls the train wind resistance brake device 200 to apply the brake and the third solenoid valve that controls the unlocking of the lower lock cylinder are both controlled by power failure. When a power failure occurs in the train, the brake control loop can be directly cut off, so that the entire train applies wind resistance braking.

[0097] (6) The wind resistance brake mitigation and flow limiting scheme improves the service life of the structure and the safety of maintenance. A throttle valve is connected to the exhaust port of the first solenoid valve. The throttle valve can effectively control the outflow rate of the pressurized air of the wind resistance brake drive cylinder, prevent the wind resistance brake wing from falling too fast due to its own weight and cause structural damage, and avoid the exhaust process from affecting the personal safety of maintenance workers.

[0098] The present invention also discloses a high-speed superconducting electric magnetic levitation train including the above-mentioned wind resistance braking air drive system. Since it includes the above-mentioned wind resistance braking air drive system, it also has the above-mentioned structure and beneficial effects. Other structures refer to the prior art and are not described here in detail.

[0099] It should be noted that the wind resistance brake air drive system provided by the present invention can be used in the field of high-speed superconducting electric magnetic levitation train braking technology or other fields. Other fields are any fields other than the field of high-speed superconducting electric magnetic levitation train braking technology. The above is only an example and does not limit the application field of the wind resistance brake air drive system disclosed in the present invention.

[0100] The above description of the disclosed embodiments enables professionals and technicians in the field to implement or use the present invention. Various modifications to these embodiments will be apparent to professionals and technicians in the field, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. The specific technical means in some embodiments can be combined in part or in whole into another embodiment without being explicitly excluded by another embodiment. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features disclosed herein.

Claims

1. A windage brake air drive system, used for driving a windage brake device (200) to operate, the windage brake device (200) comprising a windage brake wing, an upper locking mechanism and a lower locking mechanism, the upper locking mechanism being used to lock the windage brake wing in a braking state, the lower locking mechanism being used to lock the windage brake wing in a relief state, characterized in that: It comprises an air supply module (300), a train pipeline module (310), an auxiliary module (320) and a wind resistance brake drive module (330); The air supply module (300) comprises a first air source device (1.1) and a second air source device (1.2); The train pipeline module (310) comprises a first main air duct (311) and a second main air duct (312), the first air source device (1.1) is connected to the first main air duct (311), and the second air source device (1.2) is connected to the second main air duct (312); The auxiliary module (320) is a plurality of groups, and comprises a shuttle valve (4), a first air supply pipeline (321) and a second air supply pipeline (322); the first main air duct (311) and the second main air duct (312) are in communication with two air inlets of the shuttle valve (4); the air outlet of the shuttle valve (4) is in communication with the first air supply pipeline (321) and the second air supply pipeline (322); the first air supply pipeline (321) is in communication with the wind resistance brake drive module (330); and the second air supply pipeline (322) is used to communicate with other air use systems; The windage brake drive module (330) is a plurality of groups, and includes a windage brake drive cylinder, an upper lock cylinder and a lower lock cylinder, wherein the windage brake drive cylinder is used to drive the windage brake wing plate to switch from a release state to a brake state, the upper lock cylinder is used to drive the upper locking mechanism to switch between a locked state and an unlocked state, and the lower lock cylinder is used to drive the lower locking mechanism to switch between a locked state and an unlocked state.

2. The windage brake air drive system according to claim 1, characterized in that: The first main air duct (311) and the second main air duct (312) are both provided with a plurality of side-row shut-off valves at intervals; The first main air duct (311) and the second main air duct (312) are connected via a plurality of main air duct branches (313), and a shutoff valve (3) is provided on each of the main air duct branches (313).

3. The windage brake air drive system according to claim 1, characterized in that: The air outlet of the shuttle valve (4) is connected to an auxiliary pipeline (323), the auxiliary pipeline (323) is connected to the first air supply pipeline (321) and the second air supply pipeline (322), a first isolation plug valve (5.1) and / or an air filter (6) is provided on the auxiliary pipeline (323), and the auxiliary pipeline (323) is connected to an auxiliary air cylinder (10.1).

4. The windage brake air drive system according to claim 1, characterized in that: A group of the wind resistance brake drive modules (330) comprises at least two wind resistance brake drive units, and the wind resistance brake drive units comprise: A first electromagnetic valve is connected between the first air supply pipeline (321) and the wind resistance brake driving cylinder, the first electromagnetic valve is cut off when powered on, and is turned on when powered off. When the first electromagnetic valve is turned on, the wind resistance brake driving cylinder drives the wind resistance brake wing plate to switch from a release state to a braking state; A second solenoid valve is connected between the first air supply pipeline (321) and the upper locking cylinder, the second solenoid valve is cut off when powered on and puts the upper locking mechanism in an unlocked state, and is turned on when powered off and puts the upper locking mechanism in a locked state; The third solenoid valve is connected between the first air supply pipeline (321) and the lower locking cylinder. The third solenoid valve is cut off when powered on and puts the lower locking mechanism in a locked state. The third solenoid valve is turned on when powered off and puts the lower locking mechanism in an unlocked state.

5. The windage brake air drive system according to claim 4, characterized in that: The windage brake drive unit further includes a first travel switch and a second travel switch for detecting the action of the windage brake drive cylinder; When the first travel switch is triggered, the windage brake wing is in a release state, and when the second travel switch is triggered, the windage brake wing is in a braking state.

6. The windage brake air drive system according to claim 4, characterized in that: The wind resistance brake drive unit also includes: a brake pipeline (331), wherein an air inlet end of the brake pipeline (331) is in communication with the first air supply pipeline (321), and an air outlet end of the brake pipeline (331) is in communication with the first solenoid valve, the second solenoid valve and the third solenoid valve, and a one-way valve and / or a second isolation plug valve are provided on the brake pipeline (331); A brake air cylinder is connected to the brake pipeline (331), and along the air supply direction, the brake air cylinder is arranged downstream of the one-way valve and / or the second isolation plug.

7. The windage brake air drive system according to claim 4, characterized in that: The first solenoid valve, the second solenoid valve and the third solenoid valve are all two-position three-way solenoid valves; and / or, The air outlet of the first solenoid valve is provided with a throttle valve.

8. The windage brake air drive system according to any one of claims 1 to 7, characterized in that: The first air supply pipeline (321) is provided with a pressure sensor; When the pressure sensor detects that the pressure in the first air supply pipeline (321) is less than a first preset pressure, the first air source device (1.1) and the second air source device (1.2) supply air simultaneously; when the pressure sensor detects that the pressure in the first air supply pipeline (321) is equal to the first preset pressure, the first air source device (1.1) and the second air source device (1.2) supply air alternately; when the pressure sensor detects that the pressure in the first air supply pipeline (321) is greater than or equal to the second preset pressure, the first air source device (1.1) and the second air source device (1.2) stop supplying air, and the first preset pressure is less than the second preset pressure.

9. The windage brake air drive system according to claim 8, characterized in that: The second air supply pipeline (322) is provided with a one-way valve and an overflow valve (8), and the overflow valve (8) is opened when the pressure in the second air supply pipeline (322) reaches a third preset pressure, and the third preset pressure is lower than the first preset pressure.

10. The windage brake air drive system according to claim 1, characterized in that: The first air supply pipeline (321) is provided with a pressure switch (11); When the pressure in the first air supply pipeline (321) is lower than a low pressure preset value, the first air source device (1.1) and the second air source device (1.2) supply air simultaneously; when the pressure in the first air supply pipeline (321) is higher than a high pressure preset value, the first air source device (1.1) and the second air source device (1.2) stop supplying air, and the high pressure preset value is higher than the low pressure preset value.

11. The windage brake air drive system according to claim 1, characterized in that: The remaining air-using systems include an air spring system, a door control drive system and a bagpipe drive system.

12. A high-speed superconducting electric maglev train, characterized in that: It comprises a windage brake air drive system as described in any one of claims 1-11.

Images