Wind resistance braking air drive system and high-speed superconducting electric magnetic levitation train

Abstract

The wind resistance brake air drive system and high-speed superconducting electric magnetic suspension train disclosed by the application relate to the technical field of high-speed superconducting electric magnetic suspension train braking, and comprise a wind supply module, a train pipeline module, an auxiliary module and a wind resistance brake drive module. The wind 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 in communication with the first main air pipe, and the second air source device is in communication 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 air pipe and the second main air pipe are in communication with two air inlets of the shuttle valve, an air outlet of the shuttle valve is in communication with the first air supply pipeline and the second air supply pipeline, and the first air supply pipeline and the second air supply pipeline are used for supplying air to the wind resistance brake drive module and the remaining air system of the train, respectively. The application can meet the requirements of wind resistance brake air supply and control of the high-speed superconducting electric magnetic suspension train during operation.

Description

Technical Field

[0001] This invention relates to the field of braking technology for high-speed superconducting electric maglev trains, and more specifically, to a wind resistance braking air drive system and a high-speed superconducting electric maglev train. Background Technology

[0002] The braking methods of high-speed superconducting electric maglev trains include electric braking, aerodynamic braking, disc braking, and skid braking. Electric braking and aerodynamic braking are non-adhesive braking, while disc braking and skid braking are adhesive braking. The train uses a computer-controlled braking system with multiple functions, including service braking, holding braking, emergency braking, safety braking, and parking braking. Safety braking refers to the braking method achieved through the coordinated action of aerodynamic braking and hydraulic disc braking when electric braking fails, ensuring the train stops safely.

[0003] Safety braking serves as the last line of defense for a train's safe stopping in the event of electric braking failure, making its importance self-evident. When electric braking malfunctions, the train must rely on aerodynamic braking and hydraulic disc braking to achieve a safe stop. However, hydraulic disc braking requires the running wheels to be lowered via the landing gear before it can be implemented, and currently, it is not possible to manufacture tires, bearings, landing gear, and disc braking devices that meet the requirements for operating speeds of 660 km / h. Since aerodynamic braking force is proportional to the square of speed and is environmentally friendly, its advantages are particularly significant at high speeds.

[0004] High-speed superconducting electric maglev trains differ significantly from traditional high-speed trains and urban rail transit trains in their technical characteristics. Currently, research on the aerodynamic braking devices and drive systems used in such trains is still in its early stages, and mature solutions have not yet been developed. Therefore, developing an aerodynamic braking air drive system suitable for high-speed superconducting electric maglev trains to ensure safe braking has become a pressing technical problem for those skilled in the art. Summary of the Invention

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

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

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A wind resistance braking air drive system is provided for driving a wind resistance braking device to operate. The wind resistance braking device includes a wind resistance braking vane, an upper locking mechanism, and a lower locking mechanism. The upper locking mechanism is used to lock the wind resistance braking vane in a braking state, and the lower locking mechanism is used to lock the wind resistance braking vane in a released state. The system includes an air supply module, a train pipeline module, an auxiliary module, and a wind resistance braking drive module.

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

[0010] The train piping 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 module consists of multiple sets, including a shuttle valve, a first air supply line, and a second air supply line. The first main air duct and the second main air duct are connected to the two air inlets of the shuttle valve. The air outlet of the shuttle valve is connected to the first air supply line and the second air supply line. The first air supply line is connected to the wind resistance brake drive module. The second air supply line is used to connect to other air-using systems.

[0012] The wind resistance braking drive module consists of multiple sets, including a wind resistance braking drive cylinder, an upper lock cylinder, and a lower lock cylinder. The wind resistance braking drive cylinder is used to drive the wind resistance braking vane to switch from a release 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. 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 wind resistance braking air drive system, both the first main air duct and the second main air duct are provided with multiple side-discharge cut-off valves at intervals.

[0014] The first main air duct and the second main air duct are connected by multiple main air duct branch pipes, and the main air duct branch pipes are equipped with shut-off valves.

[0015] Optionally, in the above-mentioned air resistance braking 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 and / or an air filter, and the auxiliary pipeline is connected to an auxiliary air cylinder.

[0016] Optionally, in the above-described aerodynamic braking air drive system, a set of aerodynamic braking drive modules includes at least two aerodynamic braking drive units, wherein the aerodynamic braking drive unit includes:

[0017] The first solenoid valve is connected between the first air supply line and the wind resistance brake drive cylinder. The first solenoid valve is cut off when energized and turned on when de-energized. When the first solenoid valve is turned on, the wind resistance brake drive cylinder drives the wind resistance brake vane to switch from the release state to the braking state.

[0018] The second solenoid valve is connected between the first air supply line and the upper locking cylinder. When the second solenoid valve is energized, it is cut off and the upper locking mechanism is in the unlocked state. When the power is de-energized, it is turned on and the upper locking mechanism is in the locked state.

[0019] The third solenoid valve is connected between the first air supply line and the lower locking cylinder. When the third solenoid valve is energized, it is cut off and the lower locking mechanism is locked. When the power is de-energized, it is turned on and the lower locking mechanism is unlocked.

[0020] Optionally, in the above-described wind resistance braking air drive system, the wind resistance braking drive unit includes a first limit switch and a second limit switch for detecting the action of the wind resistance braking drive cylinder.

[0021] When the first limit switch is triggered, the wind resistance brake vane is in a released state; when the second limit switch is triggered, the wind resistance brake vane is in a braking state.

[0022] Optionally, in the above-described aerodynamic braking air drive system, the aerodynamic braking drive unit further includes:

[0023] The brake line has an air inlet connected to the first air supply line and an air outlet connected to the first solenoid valve, the second solenoid valve and the third solenoid valve. The brake line is also equipped with a check valve and / or the second isolation plug.

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

[0025] Optionally, in the above-described aerodynamic braking 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 exhaust port of the first solenoid valve is equipped with a throttling valve.

[0027] Optionally, in the above-mentioned wind resistance braking air drive system, a pressure sensor is provided on the first air supply line;

[0028] When the pressure sensor detects that the pressure in the first air supply pipeline is less than the 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 wind resistance braking air drive system, a one-way valve and an overflow valve are provided on the second air supply line. The overflow valve is opened when the pressure in the second air supply line reaches a third preset pressure, and the third preset pressure is less than the first preset pressure.

[0030] Optionally, in the above-mentioned wind resistance braking air drive system, a pressure switch is provided on the first air supply line;

[0031] When the pressure in the first air supply pipeline is less than the 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 greater than the high-pressure preset value, the first air source device and the second air source device stop supplying air. The high-pressure preset value is greater than the low-pressure preset value.

[0032] Optionally, in the above-described air-driven aerodynamic braking system, the remaining air-using systems include an air spring system, a gate control system, and a bagpipe drive system.

[0033] A high-speed superconducting electric magnetic levitation train includes the aforementioned wind resistance braking air drive system.

[0034] The wind resistance braking air drive system provided by this invention includes an air supply module, a train piping module, an auxiliary module, and a wind resistance braking drive module. The air supply module includes a first air source device and a second air source device, which include, but are not limited to, air compressors. The train piping module includes a first main air duct and a second main air duct, with the first air source device connected to the first main air duct and the second air source device connected to the second main air duct. The auxiliary module consists of multiple sets and includes a shuttle valve, a first air supply pipeline, and a second air supply pipeline. The first and second main air ducts are connected to the two air inlets of the shuttle valve, and the air outlet of the shuttle valve is connected to the first and second air supply pipelines. The first air supply pipeline is connected to the wind resistance braking drive module to supply air to it, and the second air supply pipeline is used to connect to other air-using systems of the train, including an air spring system, a door control drive system, and a whistle drive system. The wind resistance braking drive module consists of multiple sets, including a wind resistance braking drive cylinder, an upper lock cylinder, and a lower lock cylinder. The wind resistance braking drive cylinder is used to drive the wind resistance braking vane to switch from the release state to the braking state. The upper lock cylinder is used to drive the upper locking mechanism to switch between the locked state and the unlocked state. The lower lock cylinder is used to drive the lower locking mechanism to switch between the locked state and the unlocked state.

[0035] The air-driven aerodynamic braking system disclosed in this invention, during the startup and operation of a high-speed superconducting electric maglev train, simultaneously activates the first and second air source devices, supplying clean and dry pressurized air to the first and second main air ducts respectively. The first and second main air ducts deliver the pressurized air to the entire train. The pressurized air in the first and second main air ducts undergoes pressure comparison at the shuttle valves of each auxiliary module; the pressurized air with higher pressure enters the auxiliary module and is then distributed by the auxiliary module to the aerodynamic braking drive module and the remaining air-consuming systems of the train. If one of the first or second main air ducts malfunctions, breaks, or leaks air, it does not affect the air supply to the system from the other pipe.

[0036] Compared with existing technologies, the wind resistance 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 of high-speed superconducting electric maglev trains for wind resistance braking during operation.

[0037] The high-speed superconducting electric magnetic levitation train provided by the present invention includes the above-mentioned wind resistance braking air drive system, so it also has the above-mentioned structure and beneficial effects. Other structures refer to the prior art and will not be described in detail here. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a schematic diagram of the structure of the high-speed superconducting electric maglev train disclosed in an embodiment of the present invention. Figure 1 ;

[0040] Figure 2 This is a schematic diagram of the structure of the high-speed superconducting electric maglev train disclosed in an embodiment of the present invention. Figure 2 ;

[0041] Figure 3 This is a schematic diagram of the structure of the high-speed superconducting electric maglev train disclosed in an embodiment of the present invention. Figure 3 ;

[0042] Figure 4 for Figure 3 Cross-sectional view at point AA;

[0043] Figure 5 This is a schematic diagram of the wind resistance braking air drive system disclosed in an embodiment of the present invention;

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

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

[0046] Figure 8 This is a schematic diagram of the wind resistance braking drive module disclosed in an embodiment of the present invention;

[0047] Figure 9 This is a schematic diagram of the wind resistance braking drive unit disclosed in an embodiment of the present invention.

[0048] Among them, 100 is the end car, 110 is the intermediate car, 200 is the wind resistance braking 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 pipe, 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 braking drive module, and 331 is the braking pipeline.

[0049] 1.1 is the first air source device; 1.2 is the second air source device; 2.1 is the first side-exhaust shut-off valve; 2.2 is the second side-exhaust shut-off valve; 2.3 is the third side-exhaust shut-off valve; 2.4 is the fourth side-exhaust shut-off valve; 3 is a shut-off valve; 4 is a 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 an air filter; 7.1 is the first check valve; 7.2 is the second check valve a; 7.3 is the second check valve b; 8 is an overflow valve; 9.1 is the first pressure test connector; 9.2 is the second pressure test connector; 9.3 is the third pressure test connector a; 9.4 is the third pressure test connector b; 10.1 is an auxiliary air cylinder; 10.2 is a brake. 10.3 is the brake cylinder a, 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 wind resistance brake drive cylinder a, 15.2 is the wind resistance 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 Implementation

[0050] The core of this invention lies in disclosing a wind resistance braking air drive system to ensure the safe braking of high-speed superconducting electric maglev trains.

[0051] Another core aspect of this invention is the disclosure of a high-speed superconducting electric magnetic levitation train that includes the aforementioned wind resistance braking air drive system.

[0052] Hereinafter, embodiments will be described with reference to the accompanying drawings. Furthermore, the embodiments shown below do not limit the scope of the invention as described in the claims. Additionally, the complete contents of the structures represented in the embodiments below are not limited to those necessary for the solution of the invention as described in the claims. It should be noted that, for ease of description, only the parts relevant to the invention are shown in the drawings. Unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0053] Combination Figures 1-9 The wind resistance braking air drive system disclosed in this invention is used to drive the wind resistance braking device 200 to operate. The wind resistance braking device 200 includes a wind resistance braking vane, an upper locking mechanism, and a lower locking mechanism. The wind resistance braking vane has a braking state and a releasing state. The upper locking mechanism and the lower locking mechanism are used to lock the wind resistance braking vane in the braking state and the releasing state, respectively. For example, Figure 4The paper presents a scheme for wind resistance braking through the raising and lowering of wind resistance braking winglets. When the wind resistance braking winglets are raised, they are in a braking state; when they are lowered, they are in a releasing state. The switching between the braking and releasing states of the wind resistance braking winglets is not limited to raising and lowering movements, but can also include folding and unfolding movements. The specific structure and operating mechanism of the wind resistance braking device 200 are existing technologies and will not be described in detail here.

[0054] The wind resistance braking air drive system disclosed in this invention includes an air supply module 300, a train pipeline module 310, an auxiliary module 320, and a wind resistance braking drive module 330. The air supply module 300 includes a first air source device 1.1 and a second air source device 1.2, which 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 consists of multiple sets and includes a shuttle valve 4, a first air supply line 321 and a second air supply line 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. The air outlet of the shuttle valve 4 is connected to the first air supply line 321 and the second air supply line 322. The first air supply line 321 is connected to the wind resistance brake drive module 330 to supply air to the wind resistance brake drive module 330. The second air supply line 322 is used to connect to the other air-using systems of the train, including the air spring system, the door control drive system, the whistle drive system, etc.

[0056] The wind resistance braking drive module 330 consists of multiple sets, including a wind resistance braking drive cylinder, an upper lock cylinder, and a lower lock cylinder. The wind resistance braking drive cylinder is used to drive the wind resistance braking vane to switch from the release state to the braking state. The upper lock cylinder is used to drive the upper locking mechanism to switch between the locked state and the unlocked state. The lower lock cylinder is used to drive the lower locking mechanism to switch between the locked state and the unlocked state.

[0057] In the wind resistance braking air drive system disclosed in this invention, during the start-up and operation of a high-speed superconducting electric maglev train, the first air source device 1.1 and the second air source device 1.2 are simultaneously activated, providing clean and dry pressurized 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 pressurized air to the entire train. The pressurized air in the first main air duct 311 and the second main air duct 312 undergoes pressure comparison at the shuttle valve 4 of each auxiliary module 320. The pressurized air with higher pressure enters the auxiliary module 320, and is then distributed by the auxiliary module 320 to the wind resistance braking drive module 330 and the remaining air-using systems of the train. When one of the pipes in the first main air duct 311 or the second main air duct 312 fails, breaks, or leaks air, it does not affect the air supply to the system from the other pipe.

[0058] Compared with existing technologies, 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 of high-speed superconducting electric maglev trains for wind resistance braking during operation.

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

[0060] For example, in combination Figure 1 , Figure 2 According to Table 1, in one embodiment, the high-speed superconducting electric maglev train adopts an eight-car formation, 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 maglev train. Four sets of wind resistance braking devices 200 are installed on car 4 or car 5, and two sets of wind resistance braking devices 200 are installed on each of the other intermediate cars 110. That is, the high-speed superconducting electric maglev train is equipped with a total of eighteen sets of wind resistance braking devices 200. Each set of wind resistance braking devices 200 is located at the end of the intermediate cars 110 and at the end wall of the driver's cab of the end cars 100, so that wind resistance braking devices 200 are arranged at both ends of each intermediate car 110.

[0061] Table 1 Configuration Table of Wind Resistance Braking Air Drive System

[0062]

[0063] When the high-speed superconducting electric maglev train is composed of different numbers of end cars 100 and intermediate cars 110, the arrangement of the wind resistance braking device 200 is the same as described above, and will not be repeated here.

[0064] Combination Figure 5 and Figure 6 The first main air duct 311 and the second main air duct 312 are provided with multiple side-drain shut-off valves at intervals. These valves can be used to detect whether the corresponding pipe section is leaking. The first main air duct 311 and the second main air duct 312 are connected by multiple main air duct branch pipes 313, and shut-off valves 3 are provided on the main air duct branch pipes 313. For example, the figure shows a technical solution in which the first main air duct 311 is provided with a first side-drain shut-off valve 2.1 and a second side-drain shut-off valve 2.2, and the second main air duct 312 is provided with a third side-drain shut-off valve 2.3 and a fourth side-drain shut-off valve 2.4.

[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 and second connecting pipe sections are typically flexible hoses. The first and second main pipe sections on the same car are connected by at least one main air duct branch pipe 313. When a section of the first main air duct 311 or the second main air duct 312 experiences a leak or other fault, closing the corresponding side-exhaust shut-off valves at both ends of the section and opening the shut-off valves 3 of the corresponding main air duct branch pipe 313 can isolate the faulty section without affecting the air supply to other normal sections.

[0066] In addition, when it is necessary to repair or remove the first and second connecting pipe sections, first close the side-discharge shut-off valves at both ends of the first and second connecting pipe sections, and release the pressurized air inside the first and second connecting pipe sections to avoid injury from the pressurized air inside the first and second connecting pipe sections during the disassembly process.

[0067] The number of side-discharge cut-off valves on the first main air duct 311 and the second main air duct 312 is not limited to a one-to-one correspondence with the number of the first main pipe section and the second main pipe section, but can be adjusted according to the actual situation.

[0068] In one embodiment, combined with Figure 5 and Figure 7The outlet of the shuttle valve 4 of the auxiliary module 320 is connected to an auxiliary pipeline 323, which is connected to the first air supply pipeline 321 and the second air supply pipeline 322. A first isolation plug 5.1 and / or an air filter 6 are installed on the auxiliary pipeline 323, and the auxiliary pipeline 323 is connected to the auxiliary air cylinder 10.1. The first isolation plug 5.1 controls the connection and disconnection of the auxiliary pipeline 323, thereby controlling whether the auxiliary module 320 is connected to the train pipeline module 310. The air filter 6 filters impurities in the pressurized air, improving gas cleanliness. The auxiliary air cylinder 10.1 has an air storage function, providing stable pressurized air to the system during wind resistance braking.

[0069] Combination Figure 7 After the pressurized air enters the auxiliary module 320 through the shuttle valve 4, it flows through the auxiliary pipeline 323 in sequence through the first isolation plug 5.1 and the air filter 6 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 Figure 7 A first pressure testing connector 9.1 and a second pressure testing connector 9.2 are respectively provided on the first gas supply line 321 and the second gas supply line 322. A third pressure sensor (not shown in the figure) and a first pressure sensor 12.1 are respectively configured through the first pressure testing connector 9.1 and the second pressure testing connector 9.2 to detect the pressure in the first gas supply line 321 and the second gas supply line 322.

[0071] Based on the number of aerodynamic braking devices 200 on each car, the aerodynamic braking drive module 330 on each car includes a number of aerodynamic braking drive units corresponding to the number of aerodynamic braking devices 200. For example, if car number two is equipped with two sets of aerodynamic braking devices 200, then the aerodynamic braking air drive system and the corresponding aerodynamic braking drive module 330 for car number two include two parallel aerodynamic braking drive units. Combined with... Figure 7 After the airflow exits from the first air supply pipe 321, it is divided into two paths to supply two wind resistance braking drive units respectively. Car No. 4 is equipped with four sets of wind resistance braking devices 200. Therefore, the wind resistance braking air drive system and the wind resistance braking drive module 330 corresponding to Car No. 4 include four parallel wind resistance braking drive units. After the airflow exits from the first air supply pipe 321, it is divided into four paths to supply four wind resistance braking drive units respectively.

[0072] Each wind resistance braking 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 line 321 and the wind resistance braking drive cylinder. The first solenoid valve is closed when energized and open when de-energized. When the first solenoid valve is open, the wind resistance braking drive cylinder drives the wind resistance braking vane to switch from the release state to the braking state. The second solenoid valve is connected between the first air supply line 321 and the upper locking cylinder. The second solenoid valve is closed when energized, putting the upper locking mechanism in the unlocked state. When de-energized, it is open, putting the upper locking mechanism in the locked state. The third solenoid valve is connected between the first air supply line 321 and the lower locking cylinder. The third solenoid valve is closed when energized, putting the lower locking mechanism in the locked state. When de-energized, it is open, putting the lower locking mechanism in the unlocked state.

[0073] Among them, 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 control of the opening and closing of the second and third solenoid valves, the wind resistance brake drive unit includes a first limit switch and a second limit switch for detecting the action of the wind resistance brake drive cylinder; when the first limit switch is triggered, it indicates that the wind resistance brake vane is in the released state, and when the second limit switch is triggered, it indicates that the wind resistance brake vane is in the braking state.

[0075] The wind resistance braking air drive system disclosed in this invention adopts a fault-oriented design principle, that is, braking is applied when power is lost. During normal train operation, the first solenoid valve is energized, cutting off the pressurized air to the wind resistance braking drive cylinder, and the wind resistance braking vane is in the released state; the third solenoid valve is energized, cutting off the pressurized air to the lower locking cylinder, so that the lower locking mechanism is in the locked state; the second solenoid valve is energized, cutting off the pressurized air to the upper locking cylinder, so that the upper locking mechanism is in the unlocked state.

[0076] Under normal circumstances, when the Train Control and Management System (TCMS) determines that the train's electric brake has malfunctioned and safety braking needs to be implemented, the third solenoid valve is de-energized, opening the pressurized air supply to the lower locking cylinder, thus unlocking the lower locking mechanism. After a delay of 0.5 seconds or other preset time, the first solenoid valve is de-energized, opening the pressurized air supply to the wind resistance brake drive cylinder. The wind resistance brake wing plate switches from the release state to the braking state. The wind resistance brake drive cylinder releases the trigger of the first limit switch S2 (S4) and outputs a signal to the TCMS that the wind resistance brake device 200 is in the state switching process. When the wind resistance brake wing plate switches to the braking state, the wind resistance brake drive cylinder triggers the second limit switch S1 (S3) and outputs a signal to the TCMS that the wind resistance brake device 200 is in the braking state. At this time, the second solenoid valve is de-energized, cutting off the pressurized air supply to the upper locking cylinder, thus locking the upper locking mechanism and locking the wind resistance brake wing plate in the braking state.

[0077] In abnormal circumstances, when the train experiences a power supply failure, all the first, second, and third solenoid valves lose power. At this time, the lower locking mechanism is in the unlocked state, and the wind resistance brake drive cylinder drives the wind resistance brake wing plate to switch from the released state to the braking state, and touches the locked upper locking mechanism, causing the upper locking mechanism to be directly knocked open to form a one-time locking structure. In this case, even if the power is restored later, it is impossible to operate the locking and unlocking to ensure the safe braking of the train.

[0078] In one embodiment, combined with Figure 9 The wind resistance braking drive unit also includes a brake line 331 and a brake cylinder. The air inlet of the brake line 331 is connected to the first air supply line 321, and the air outlet is connected to the first solenoid valve, the second solenoid valve and the third solenoid valve. A second check valve and / or a second isolation plug are provided on the brake line 331. The brake cylinder is connected to the brake line 331, and along the air supply direction, the brake cylinder is located downstream of the check valve and / or the second isolation plug to avoid airflow backflow.

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

[0080] Furthermore, a third pressure testing connector a9.3 and a third pressure testing connector b9.4 are respectively configured on the brake lines 331 of the two sets of wind resistance braking drive units. A second pressure sensor a12.2 and a second pressure sensor b12.3 are respectively installed through the third pressure testing connector a9.3 and the third pressure testing connector b9.4 to detect the pressure of the brake lines 331.

[0081] Furthermore, the exhaust port of the first solenoid valve is equipped 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 equipped with throttle valve a13.1 and throttle valve b13.2.

[0082] Brake release is only permitted after the train has come to a complete stop under safety braking. During the wind resistance braking release function, the second solenoid valve is energized, cutting off the pressurized air supply to the upper locking cylinder of the wind resistance brake, thus unlocking the upper locking mechanism. Simultaneously, the third solenoid valve is de-energized, opening the pressurized air supply to the lower locking cylinder, unlocking the lower locking mechanism. After a delay of 0.5 seconds or other preset time, the first solenoid valve is energized, cutting off the pressurized air supply to the wind resistance brake drive cylinder and connecting the pressurized air in the wind resistance brake drive cylinder to the exhaust port of the first solenoid valve. This allows the pressurized air in the wind resistance brake drive cylinder to flow through the throttle valve and be discharged to the atmosphere. The throttle valve effectively controls the outflow rate of the pressurized air in the wind resistance brake drive cylinder, preventing structural damage caused by the wind resistance brake vanes descending too quickly under their own weight, and avoiding any impact on the safety of maintenance workers during the exhaust process.

[0083] In a specific embodiment of the present invention, the air supply start / stop control function of the wind resistance braking 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 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 at regular intervals; when the pressure sensor detects that the pressure in the first air supply pipeline 321 is greater than or equal to a 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] For example, the following description uses a first preset pressure of 8 bar and a second preset pressure of 9 bar as an example. When the pressure sensor detects that the pressure in the first air supply line 321 is lower than 8 bar, 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 line 321 reaches 8 bar, a single air source device is used for air supply, that is, the first air source device 1.1 and the second air source device 1.2 alternately supply air at regular intervals; when the pressure sensor detects that the pressure in the first air supply line 321 reaches 9 bar, both the first air source device 1.1 and the second air source device 1.2 stop supplying air; when the pressure sensor detects that the pressure in the first air supply line 321 drops to 7 bar, 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 line 321 reaches 8 bar again, a single air source device is used for air supply until the pressure in the first air supply line 321 reaches 9 bar and then the air supply stops, and so on.

[0085] A further optimized scheme is implemented by installing a pressure switch 11 on the first air supply pipeline 321. 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 based on pressure changes in the first air supply pipeline 321 when network control fails. Specifically, when network control fails, the pressure switch 11 activates. When the pressure in the first air supply pipeline 321 is lower 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. When the pressure in the first air supply pipeline 321 is higher 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] Those skilled in the art will understand 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 network control 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 gas supply direction, a one-way valve and an overflow valve 8 are sequentially installed on the second gas supply pipeline 322. When the pressure in the second gas supply pipeline 322 reaches the third preset pressure, the overflow valve 8 opens, and the third preset pressure is less than the first preset pressure.

[0088] For example, the third preset pressure is 6 bar, that is, the overflow valve 8 can only be opened when the pressure in the second air supply line 322 exceeds 6 bar, so that when the auxiliary module 320 is charging air, it can prioritize charging air to the wind resistance brake drive module 330. Only when the pressure exceeds 6 bar can the air flow through the check valve and overflow valve 8 to charge the air spring system, the gate control drive system and the whistle drive system, ensuring the priority of safe braking air charging and improving the availability of wind resistance brake in emergency situations.

[0089] Combination Figure 5 In this invention, a one-way valve is used to prevent air backflow. Isolation valves are used to separate different modules. For example, when the wind resistance brake drive module 330 experiences a major malfunction, the second isolation valve a5.2 and the second isolation valve b5.3 are manually operated to temporarily cut off the wind resistance brake function without affecting the functions of other modules. When the auxiliary module 320 and its downstream gate control system, whistle system, and other modules experience a major malfunction, the first isolation valve 5.1 is manually operated to isolate the air supply system of the intermediate car 110, preventing the train pipeline module 310 from supplying air to that car without affecting the normal operation of other trains. When an isolation valve is manually operated, its electrical contacts are closed and an isolation signal is output to the train control system. The train will switch its function control according to the isolation signal in response to the operation of the isolation valve.

[0090] If the wind resistance braking drive module 330 does not malfunction at this time, the pressurized air stored in the brake cylinder can still meet the wind resistance braking drive capability for more than 3 times. The wind resistance braking drive capability is the ability of the wind resistance braking drive cylinder to drive the wind resistance brake vane to switch from the release state to the braking state.

[0091] The present invention has the following advantages:

[0092] (1) The dual-line 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-exhaust cut-off valve and the cut-off valve 3 in each vehicle. Even if the fault occurs during operation and the fault point cannot be isolated, the other main air duct can still supply air to the system normally through the shuttle valve 4, while isolating the faulty main air duct without affecting the normal operation of the train.

[0093] (2) The wind resistance braking drive module 330 priority air charging design improves the availability of wind resistance braking in emergency situations and ensures the priority of safe braking air charging.

[0094] (3) The modular design facilitates configuration. The air resistance braking system consists of four modules: air supply module 300, train pipeline module 310, auxiliary module 320, and air resistance braking drive module 330. It can be arbitrarily combined according to the number and position of air resistance braking devices 200 in each car of the train, and has strong versatility, making it easy to install and maintain.

[0095] (4) The isolation gates are arranged in a reasonable manner to achieve step-by-step isolation and reduce the impact of the fault point on the overall vehicle function. 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 that the safe operation of the train is minimized when a fault occurs.

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

[0097] (6) The wind resistance braking mitigation and flow restriction 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 from the wind resistance braking drive cylinder, prevent the wind resistance braking vane from falling too fast due to its own weight, and avoid the impact of the exhaust process on 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 will not be described in detail here.

[0099] It should be noted that the aerodynamic braking air drive system provided by this invention can be used in the field of braking technology for high-speed superconducting electric magnetic levitation trains or other fields. Other fields refer to any field other than the field of braking technology for high-speed superconducting electric magnetic levitation trains. The above are merely examples and do not limit the application areas of the aerodynamic braking air drive system disclosed in this invention.

[0100] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Specific technical means in some embodiments may be incorporated, in whole or in part, into another embodiment without being explicitly excluded by another embodiment. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A wind resistance braking air drive system for driving a wind resistance braking device (200) to operate, the wind resistance braking device (200) comprising a wind resistance braking vane, an upper locking mechanism and a lower locking mechanism, the upper locking mechanism being used to lock the wind resistance braking vane in a braking state, and the lower locking mechanism being used to lock the wind resistance braking vane in a released state, characterized in that, It includes an air supply module (300), a train pipeline module (310), an auxiliary module (320), and a wind resistance braking 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 train piping 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). The auxiliary module (320) consists of multiple sets and includes a shuttle valve (4), a first air supply line (321) and a second air supply line (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). The air outlet of the shuttle valve (4) is connected to the first air supply line (321) and the second air supply line (322). The first air supply line (321) is connected to the wind resistance brake drive module (330). The second air supply line (322) is used to connect to other air-using systems. The wind resistance braking drive module (330) consists of multiple sets, including a wind resistance braking drive cylinder, an upper lock cylinder, and a lower lock cylinder. The wind resistance braking drive cylinder is used to drive the wind resistance braking vane to switch from a release 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. The lower lock cylinder is used to drive the lower locking mechanism to switch between a locked state and an unlocked state.

2. The aerodynamic braking air drive system as described in claim 1, characterized in that, Both the first main air duct (311) and the second main air duct (312) are provided with multiple side-drain cut-off valves at intervals; The first main air duct (311) and the second main air duct (312) are connected by multiple main air duct branch pipes (313), and the main air duct branch pipes (313) are provided with shut-off valves (3).

3. The aerodynamic braking air drive system as described in claim 1, characterized in that, The outlet of the shuttle valve (4) is connected to an auxiliary pipeline (323), which is connected to the first air supply pipeline (321) and the second air supply pipeline (322). The auxiliary pipeline (323) is equipped with a first isolation plug (5.1) and / or an air filter (6), and the auxiliary pipeline (323) is connected to an auxiliary air cylinder (10.1).

4. The aerodynamic braking air drive system as described in claim 1, characterized in that, A set of the aforementioned wind resistance braking drive modules (330) includes at least two wind resistance braking drive units, wherein the wind resistance braking drive unit includes: The first solenoid valve is connected between the first air supply line (321) and the wind resistance brake drive cylinder. The first solenoid valve is closed when energized and open when de-energized. When the first solenoid valve is open, the wind resistance brake drive cylinder drives the wind resistance brake vane to switch from the release state to the braking state. The second solenoid valve is connected between the first air supply line (321) and the upper locking cylinder. When the second solenoid valve is energized, it is cut off and the upper locking mechanism is in the unlocked state. When the power is lost, it is turned on and the upper locking mechanism is in the locked state. The third solenoid valve is connected between the first air supply line (321) and the lower locking cylinder. When the third solenoid valve is energized, it is cut off and the lower locking mechanism is locked. When the power is lost, it is turned on and the lower locking mechanism is unlocked.

5. The aerodynamic braking air drive system as described in claim 4, characterized in that, The wind resistance braking drive unit also includes a first limit switch and a second limit switch for detecting the action of the wind resistance braking drive cylinder. When the first limit switch is triggered, the wind resistance brake vane is in a released state; when the second limit switch is triggered, the wind resistance brake vane is in a braking state.

6. The aerodynamic braking air drive system as described in claim 4, characterized in that, The wind resistance braking drive unit also includes: Braking line (331), the air inlet of the braking line (331) is connected to the first air supply line (321), the air outlet is connected to the first solenoid valve, the second solenoid valve and the third solenoid valve, and the braking line (331) is provided with a one-way valve and / or a second isolation plug. The brake cylinder is connected to the brake line (331) and is located downstream of the one-way valve and / or the second isolation plug along the air supply direction.

7. The aerodynamic braking air drive system as described in 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 exhaust port of the first solenoid valve is equipped with a throttling valve.

8. The aerodynamic braking air drive system according to any one of claims 1-7, characterized in that, A pressure sensor is installed on the first gas supply line (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 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 aerodynamic braking air drive system as described in claim 8, characterized in that, The second gas supply line (322) is equipped with a check valve and an overflow valve (8). The overflow valve (8) is activated when the pressure in the second gas supply line (322) reaches a third preset pressure, and the third preset pressure is less than the first preset pressure.

10. The aerodynamic braking air drive system as described in claim 1, characterized in that, A pressure switch (11) is installed on the first gas supply line (321); When the pressure in the first gas supply pipeline (321) is less than the 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 gas supply pipeline (321) is greater than the high pressure preset value, the first air source device (1.1) and the second air source device (1.2) stop supplying air. The high pressure preset value is greater than the low pressure preset value.

11. The aerodynamic braking air drive system as described in claim 1, characterized in that, The remaining gas systems include an air spring system, a gate control drive system, and a bagpipe drive system.

12. A high-speed superconducting electric maglev train, characterized in that, Includes the drag braking air drive system as described in any one of claims 1-11.

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