Pantograph with double pantograph heads

Abstract

The invention provides a pantograph with double pantograph heads. The pantograph with the double pantograph heads comprises a bottom frame, a hinge system, the pantograph heads and a gas circuit control system. The hinge system comprises a first hinge system and a second hinge system, and the heights of the first hinge system and the second hinge system are different when the first hinge system and the second hinge system rise to the highest; the first hinge system and the second hinge system are fixed on the underframe; the pantograph head comprises a first pantograph head and a second pantograph head; the first pantograph head and the second pantograph head are respectively fixed at the top ends of the first hinge system and the second hinge system; the first pantograph head and the second pantograph head are located on the upper portions of the two opposite ends of the underframe respectively. The double-head pantograph is provided with the shared underframe and the two independent hinge systems, the two hinge systems carry the pantograph heads of different structures respectively, the two pantograph heads are located on the upper portions of the two opposite ends of the underframe respectively, mutual lifting is not affected, and the requirements of different vehicle running and current collection conditions can be met. The double-end pantograph is simple in structure and low in equipment cost.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle charging, and in particular relates to a double-bow-head pantograph. Background Art

[0002] 1. Pantograph for dual-source electric traction locomotive application conditions

[0003] At present, the dual-source "electric-electric" hybrid traction locomotives of power grid and battery storage are equipped with pantographs and current collectors (current collectors), of which the pantographs are mostly arranged on the roof of the locomotive, and the current collectors (or current collectors) are arranged on the roof or under the locomotive. When there is catenary power supply, the pantograph and the overhead catenary are used to dynamically contact the current collection mode for the locomotive. When there is no catenary power supply, the current collector (or current collector) is used to statically contact the charging rail (or third rail) of the ground charging station to collect current and store it in the battery or energy storage device, so as to use the battery energy storage mode as the locomotive power source.

[0004] With the further development of the technology of built-in energy storage devices and ground charging stations, vehicles will gradually replace the third-rail current charging method with its advantages of short time, high efficiency, low cost operation and maintenance. The dual-source electric traction locomotive adopts the roof current collection method, which has become the mainstream. For this reason, the dual-source electric traction locomotive needs to arrange the electric receiver and pantograph on the roof at the same time. The electric receiver and the ground charging station are in static contact to collect current and store energy, and the pantograph and the contact network are in dynamic contact to collect current and collect electricity. Both the electric receiver and the pantograph have the function of collecting current and collecting electricity. The former is suitable for static contact to collect electricity, especially for long-term high-current static collection mode, while the latter is suitable for sliding contact dynamic collection of current, and the main structures of the two are also similar. The configuration of the electric receiver and the pantograph on the roof of the vehicle at the same time has functional redundancy and complex structure to a certain extent. At the same time, the sub-components of the two products will have redundant quantity, which will increase the manufacturing cost. In addition, the separate mechanical connection, electrical connection, and gas connection of the two products will affect the layout of other electrical components on the roof.

[0005] II. Interconnection of pantographs of dual-current locomotives under different overhead contact network systems

[0006] The dual-current locomotive is equipped with both AC and DC power supply systems, and can automatically switch between 25kv AC and 1500v DC or 3000v DC power supply lines. When the total power of the train is constant, the current drawn through the DC contact network power supply system is larger than that of the AC contact network power supply system, which can generally reach 2 to 3 times. The current under the AC contact network is about 700A to 1000A, while the current under the DC contact network can reach 2000 to 3000A. The pantograph slide is a functional component that directly contacts the contact network to draw current. The unit length current carrying capacity of the existing material slide is basically constant. In addition, the vehicles draw different currents from different contact network power supply systems, and the pantograph contact force to ensure stable current collection is also different. The nominal contact force of the pantograph under the AC system is generally 70N, while the nominal contact force of the pantograph under the DC system is generally 120N.

[0007] At present, the pantographs of dual-current locomotives generally use large current-carrying capacity bows and switch different bow-net contact forces to meet the application of two power supply grid systems. First of all, this solution has problems such as large bow head mass, relatively high price of slide plate, poor bow-net matching compatibility and economy. In addition, the switching of bow-net contact force makes the vehicle electrical and pantograph air circuit control relatively complicated. Summary of the invention

[0008] The purpose of the present invention is to provide a double-bow-head pantograph in view of the deficiencies in the prior art, which has a simple structure and can adapt to different working conditions.

[0009] In order to achieve the above object, the technical solution adopted by the present invention is:

[0010] A double-bow-head pantograph, comprising a base frame, a hinge system, a bow head, and an air circuit control system;

[0011] The hinge system comprises a first hinge system and a second hinge system, and the first hinge system and the second hinge system have different heights when they are raised to the highest position;

[0012] The first hinge system and the second hinge system are fixed on the base frame;

[0013] The bow head includes a first bow head and a second bow head;

[0014] The first bow head and the second bow head are fixed to the top ends of the first hinge system and the second hinge system respectively;

[0015] The first bow head and the second bow head are respectively located at upper parts of two opposite ends of the base frame.

[0016] The double-headed pantograph of the present invention is provided with a common base frame and two independent hinge systems. The two hinge systems are respectively equipped with pantographs of different structures. The two pantographs are respectively located at the upper parts of the two opposite ends of the base frame. The lifting and lowering of the two pantographs are not affected by each other, and the requirements of different vehicle operation and current collection conditions can be met. The double-headed pantograph of the present invention has a simple structure and low equipment cost.

[0017] Furthermore, the first bow head is a double-slide plate or a quad-slide plate, and the second bow head is a single-slide plate or a double-slide plate.

[0018] Furthermore, the slide plate of the first bow head is made of metal, and the slide plate of the second bow head is made of carbon.

[0019] Furthermore, the air circuit control system includes an integrated valve plate air circuit system, a first hinge air circuit system, and a second hinge air circuit system, wherein the first hinge air circuit system and the second hinge air circuit system respectively control the lifting and lowering of the first hinge system and the second hinge system, thereby avoiding functional disorders caused by the simultaneous lifting or lowering of the two hinge systems.

[0020] Further, the integrated valve plate air circuit system includes an air filter valve, a bow raising solenoid valve, a solenoid reversing valve, a first bow raising throttle valve, a first precision pressure regulating valve, a first safety valve, a first bow lowering throttle valve, a first pressure switch, a second bow raising throttle valve, a second precision pressure regulating valve, a second safety valve, a second bow lowering throttle valve, and a second pressure switch;

[0021] The air filter valve, the bow lifting solenoid valve, and the solenoid reversing valve are connected in sequence;

[0022] The electromagnetic reversing valve is connected to the first rising bow throttle valve and the second rising bow throttle valve respectively;

[0023] The first throttle-raising valve, the first precision pressure regulating valve, the first safety valve, and the first throttle-dropping valve are connected in sequence;

[0024] The second rising throttle valve, the second precision pressure regulating valve, the second safety valve and the second falling throttle valve are connected in sequence.

[0025] Furthermore, the first hinge air circuit system includes a first bow raising drive device, a first quick exhaust valve, a first stop valve, and a first test valve connected in sequence; the first bow raising drive device is connected to the first bow lowering throttle valve, and the first test valve is connected to the first slide plate;

[0026] The second hinge gas circuit system includes a second bow raising drive device, a second quick exhaust valve, a second stop valve, and a second test valve connected in sequence; the second bow raising drive device is connected to the second bow lowering throttle valve, and the second test valve is connected to the second slide plate;

[0027] The first pressure switch is arranged between the first quick exhaust valve and the first stop valve, and the second pressure switch is arranged between the second quick exhaust valve and the second stop valve.

[0028] The electromagnetic reversing valve can be switched according to the working conditions, connecting the first hinge air circuit system or the second hinge air circuit system, the first bow raising drive device or the second bow raising drive device is inflated, the first hinge system or the second hinge system is raised under the driving action of the first bow raising drive device or the second bow raising drive device, and the bow head touches the net to receive the current. The present invention can only select to supply air to one hinge system air circuit system separately through the switching function of the electromagnetic reversing valve, thereby avoiding the functional disorder caused by the simultaneous raising of the two hinge systems.

[0029] Compared with the prior art, the present invention has the following beneficial effects:

[0030] The double-headed pantograph of the present invention is provided with a common base frame and two independent hinge systems. The two hinge systems are respectively equipped with pantographs of different structures. The two hinge systems respectively control the lifting and lowering of the two pantographs. The two pantographs are respectively located at the upper parts of the two opposite ends of the base frame. The lifting and lowering of the two pantographs are not affected by each other, and the requirements of different vehicle operation and current collection conditions can be met. The double-headed pantograph of the present invention has a simple structure and low equipment cost.

[0031] The present invention solves the problem of redundant functions, complex structure and high cost when two products, a current collector and a pantograph, are configured on the roof of a dual-source electric locomotive; it solves the problems of poor compatibility and economy of the pantograph-network matching of dual-current locomotives; it can realize interconnection between different types of vehicles, different current collecting conditions and different contact networks, and meet the requirements of different vehicle operations and current collecting conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a three-dimensional schematic diagram of a double-hinge system of a double-bow-head pantograph according to an embodiment of the present invention;

[0033] Figure 2 It is a three-view diagram of a double-hinge system of a double-bow-head pantograph according to an embodiment of the present invention;

[0034] Figure 3 This is a schematic structural diagram of a double-bow-head pantograph according to an embodiment of the present invention;

[0035] Figure 4 This is a three-dimensional schematic diagram of a double-bow-head pantograph according to an embodiment of the present invention;

[0036] Figure 5 It is a three-dimensional schematic diagram of dynamic current collection of a power-collecting type and current-collecting type double-bow-head pantograph according to an embodiment of the present invention;

[0037] Figure 6 The three views of the dynamic current collection of the power-collecting and current-collecting double-bow-head pantographs according to the embodiment of the present invention;

[0038] Figure 7 It is a three-dimensional schematic diagram of static charging of a power-receiving type and a current-receiving type double-bow-head pantograph according to an embodiment of the present invention;

[0039] Figure 8 It is a three-view diagram of static charging of a power-receiving type and a current-receiving type double-bow-head pantograph according to an embodiment of the present invention;

[0040] Fig. 9 The three-view diagram of the dynamic current collection of the pantograph adapted to two types of pantograph contour limits according to the embodiment of the present invention;

[0041] Fig.10 The three-view diagram of the dynamic current collection of the pantograph adapted to the double-current contact network according to the embodiment of the present invention;

[0042] Fig.11 This is a schematic diagram of the air circuit control principle of a double-bow-head pantograph according to an embodiment of the present invention;

[0043] Fig.12 This is a schematic diagram of the bow head profile of an embodiment of the present invention;

[0044] Fig.13 This is a schematic diagram of a bow head slide plate according to an embodiment of the present invention;

[0045] Fig.14 This is a schematic diagram of another bow head slide plate according to an embodiment of the present invention;

[0046] Fig.15 This is a schematic diagram of a bow head profile according to an embodiment of the present invention;

[0047] Fig.16 FIG. 2 is another schematic diagram of the bow head profile according to an embodiment of the present invention.

[0048] In the figure, 1-first bow head, 2-first upper arm, 3-first balance rod, 4-first lower arm, 5-insulator, 6-base, 7-second tie rod, 8-second lower arm, 9-first tie rod, 10-second upper arm, 11-second balance rod, 12-second bow head, 13-first hinge system, 14-second hinge system;

[0049] 1.1- charging bow head slide plate, 1.2- current receiving bow head slide plate;

[0050] 11.1-air filter valve, 11.2-boom raising solenoid valve, 11.3-solenoid reversing valve, 11.4-second bow raising throttle valve, 11.5-second precision pressure regulating valve, 11.6-second safety valve, 11.7-second bow lowering throttle valve, 11.8-first quick exhaust valve, 11.9-first stop valve, 11.10-first test valve, 11.11-first slide plate, 11.12-first bow raising drive device, 11.13-second bow raising drive device, 11.14-second slide plate, 11.15-second test valve, 11.16-second stop valve, 11.17-second quick exhaust valve, 11.18-second pressure switch, 11.19-first pressure switch, 11.20-first bow raising throttle valve, 11.21-first precision pressure regulating valve, 11.22-first bow lowering throttle valve, 11.23-first safety valve. DETAILED DESCRIPTION

[0051] The present invention will be described in detail below in conjunction with the embodiments. It should be noted that the embodiments and features of the embodiments of the present invention can be combined with each other without conflict. For the convenience of description, if the words "upper", "lower", "left" and "right" appear in the following, they only indicate that the upper, lower, left and right directions are consistent with the drawings themselves, and do not limit the structure.

[0052] Example

[0053] like Figure 1-Figure 4 As shown, the double-bow-head pantograph of this embodiment is composed of an insulator 5, a base frame 6, a first lower arm 4 and a second lower arm 8, a first pull rod 9 and a second pull rod 7, a first upper arm 2 and a second upper arm 10, a first balance rod 3 and a second balance rod 11, a first bow-raising drive device 11.12 and a second bow-raising drive device 11.13, a first bow head 1 and a second bow head 12, and an air circuit control system.

[0054] The double-bow-head pantograph is controlled by two independent hinge systems to control the lifting and lowering of the bow head, and a single hinge system is composed of a large four-bar mechanism and a small four-bar mechanism that are linked to each other. The base frame 6, the first lower arm 4, the first upper arm 2 and the first pull rod 9 constitute the first large four-bar mechanism in the first hinge system 13, and the first balance rod 3, the first upper arm 2, the first lower arm 4 and the first bow head 1 constitute the first small four-bar mechanism in the first hinge system 13. The air circuit control system selectively inflates the first bow raising drive device 11.12 through the electromagnetic valve, and the first bow raising drive device 11.12 inflates and expands to drive the first lower arm rod 4 to rotate and then drive the first bow head 1 to rise. The air circuit control system cuts off the wind source through the electromagnetic valve, and the first hinge system 13 is under the action of its own weight, and the first bow head 1 is lowered to achieve the bow lowering.

[0055] The base frame 6, the second lower arm 8, the second upper arm 10 and the second tie rod 7 constitute the second large four-bar mechanism in the second hinge system 14, the second balance rod 11, the second upper arm 10, the second lower arm 8 and the second bow head 12 constitute the second small four-bar mechanism in the second hinge system 14, the air circuit control system selectively inflates the second bow raising drive device 11.13 through the electromagnetic valve, the second bow raising drive device 11.13 inflates and drives the second lower arm 8 to rotate and then drives the second bow head 12 to rise. The air circuit control system cuts off the wind source through the electromagnetic valve, and the second hinge system 14 lowers the second bow head 12 under the action of its own weight to achieve bow lowering. The first bow raising drive device 11.12 and the second bow raising drive device 11.13 are air bags.

[0056] The first hinge system 13 and the second hinge system 14 can be designed in size according to the pantograph raising height of the double-head pantograph, and the sizes and structures of the two hinge systems can be different. The two independent hinge systems are equipped with the first pantograph 1 and the second pantograph 12 to adapt to the operating conditions of the double-head pantograph.

[0057] like Figure 5-Figure 8 When the double-bow-head pantograph is applied to energy storage electric and current collecting dual-source locomotives, it is equipped with two different bow heads, wherein the first bow head 1 is designed as a charging bow head, and the bow head can adopt double slide plates or multiple slide plates, metal slide plates or covered with soft copper wires to meet its large static charging current. The second bow head 12 is designed as a dynamic current collecting bow head, and the bow head can adopt a single slide plate or double slide plates, and the slide plate material can adopt conventional pure carbon or metal-impregnated carbon, which can meet the current carrying capacity of dynamic current collection. Dual-source locomotives select static power collection or dynamic current collection working mode through the air circuit control system according to different operating conditions or scenarios. Figure 7 , Figure 8 In the static power receiving and storage mode, it is suitable for the ground charging station to store electricity in the locomotive battery or the vehicle to operate when the contact network is out of power. It is especially suitable for long-term high-current static power receiving conditions. Specifically, the first bow head 1 is raised to statically contact the charging rail of the ground charging station, and then the battery (or energy storage device) in the vehicle is charged. After the power storage is completed, the air source in the vehicle is disconnected through the air circuit control system, and the first bow head 1 is lowered, and then the battery (or energy storage device) can be used as the traction power source for the locomotive. When the battery (or energy storage device) is insufficiently charged and the contact network has power, the bow is raised to receive electricity. After the air source in the vehicle is adjusted by the air circuit control system, it supplies air to the first bow raising drive device 11.12. The first bow raising drive device 11.12 is filled with air and expands, thereby pulling the first lower arm 4, and then the first hinge system 13 associated with the first lower arm 4 is actuated and drives the first bow head 1 to rise, and the first bow head 1 and the contact network statically collect current to obtain electricity and store energy. Figure 5 , Figure 6, in the dynamic current collection and power supply working mode, it is suitable for dual-source locomotives running under overhead contact lines. At this time, the locomotive collects electricity from the power supply network as a traction power source through the pantograph and the overhead contact network in dynamic contact. Specifically, the air circuit control system supplies air to the second bow lifting drive device 11.13, and then raises the second bow head 12 to contact the overhead contact network. The current collected by the second bow head 12 is used by the locomotive. When the air circuit control system cuts off the air source in the car, the second hinge system 14 lowers the second bow head 12 under its own weight. With the technological development of ground charging stations and locomotive batteries (or energy storage devices), dual-source locomotive power storage is developing in the direction of high-power short-time fast charging. For this reason, in the static power collection and storage working mode, the pantograph bow head needs to carry large current, static charging temperature rise and charging contact arcing. The slide plate of the bow head requires large current carrying capacity and resistance to arc burning. Fig.13 In this embodiment, the charging bow head adopts a double-slide plate structure, and the charging bow head slide plate 1.1 is made of powder metallurgy copper to increase its maximum current carrying capacity. When static contact is used for power collection, the charging bow head slide plate 1.1 contacts the charging rail. The current collecting bow head adopts a single-slide plate structure, and the current collecting bow head slide plate 2.1 is made of carbon material. When dynamic current collection is used, it contacts the overhead contact network for current collection. Fig.14 The charging bow head in this embodiment adopts a double-slide plate structure, and the charging bow head slide plate 1.1 is made of powder metallurgy copper or increases its width to increase its maximum current carrying capacity. When static contact is used for current collection, the charging bow head slide plate 1.1 contacts the charging rail. The current collecting bow head adopts a double-slide plate structure, and the current collecting bow head slide plate 2.1 is made of carbon material. When dynamic current collection is used, it contacts the overhead contact network for current collection.

[0058] When the vehicle is in different limit contact network application conditions, such as Fig. 9 and Fig.12 , the interconnected locomotive is under different limit contact network working conditions, where the first bow head 1 adopts the bow head profile of type A, and the bow head length H1 is designed according to 1600mm, such as Fig.15 As shown; the second bow head 12 adopts the bow head profile of type B, and the bow head length H2 is designed according to 1950mm, such as Fig.16 As shown, the interconnection of contact networks under different limits is realized. The bow head profile refers to "TB / T 43790-2024 Guidelines for the interaction between pantograph and contact network of rail transit current collection system".

[0059] When the vehicle is in the double-current overhead line working condition, Figure 3 and Fig.10 In order to adapt to the operation of dual-current locomotives, under DC working conditions, the first bow head 1 can use double slides, metal-impregnated materials, and wider slides to meet its large current carrying capacity. Under AC working conditions, the second bow head 12 uses double slides and pure carbon materials.

[0060] like Fig.11As shown, the principle diagram of the air circuit control system of the double-bow head pantograph can fully explain the working mode of the double-bow head under the corresponding working conditions. The air circuit control system includes an integrated valve plate air circuit system, a first hinge air circuit system and a second hinge air circuit system;

[0061] The integrated valve plate gas circuit system includes an air filter valve 11.1, a bow raising solenoid valve 11.2, a solenoid reversing valve 11.3, a first bow raising throttle valve 11.20, a first precision pressure regulating valve 11.21, a first safety valve 11.23, a first bow lowering throttle valve 11.22, a second bow raising throttle valve 11.4, a second precision pressure regulating valve 11.5, a second safety valve 11.6, a second bow lowering throttle valve 11.7, a first pressure switch 11.19, a second pressure switch 11.18 and connecting pipelines.

[0062] The first hinge gas circuit system comprises a first bow raising drive device 11.12, a first quick exhaust valve 11.8, a first stop valve 11.9, and a first test valve 11.10.

[0063] The second hinge gas circuit system comprises a second bow raising drive device 11.13, a second quick exhaust valve 11.17, a second stop valve 11.16, and a second test valve 11.15.

[0064] Among them, during the bow raising working condition, the bow raising solenoid valve 11.2 obtains an electrically conductive air source, and the electromagnetic reversing valve 11.3 can be switched according to the working condition. When the air source is switched to the first hinge air circuit system, the air source passes through the first bow raising throttle valve 11.20, the first precision pressure regulating valve 11.21, the first safety valve 11.23, the first bow lowering throttle valve 11.22, the first bow raising drive device 11.12, the first quick exhaust valve 11.8, the first stop valve 11.9, the first test valve 11.10 and the first slide plate 11.11 in sequence and returns to the first pressure switch 11.19. The first hinge system 13 is raised under the action of the first bow raising drive device 11.12, the first bow head 1 contacts the net to receive current, and the first pressure switch 11.19 gives a bow raising signal of the first hinge system according to the monitored air pressure.

[0065] When the electromagnetic reversing valve 11.3 switches the air circuit system of the second hinge system, the air source passes through the second bow raising throttle valve 11.4, the second precision pressure regulating valve 11.5, the second safety valve 11.6, the second bow lowering throttle valve 11.7, the second bow raising drive device 11.13, the second quick exhaust valve 11.17, the second stop valve 11.16, the second test valve 11.15 and the second slide plate 11.14 in sequence and returns to the second pressure switch 11.18, the second hinge system 14 is raised under the action of the second bow raising drive device 11.13, the second bow head 12 touches the net to receive current, and gives a second hinge system bow raising signal.

[0066] Anyway, the lifting solenoid valve 11.2 is powered off to cut off the air source, and the compressed air of the first hinge air system or the second hinge air system returns to the original route and is discharged to the atmosphere through the lifting solenoid valve 11.2, thereby lowering the hinge system, and the first pressure switch 11.19 or the second pressure switch 11.18 gives a lowering signal for the hinge system.

[0067] Due to the switching function of the electromagnetic reversing valve 11.3, air can only be supplied to the first hinge air circuit system or the second system air circuit separately, thereby avoiding functional disorder caused by the simultaneous lifting of the first hinge system 13 and the second hinge system 14.

[0068] The first precision pressure regulating valve 11.21 in the first hinge air circuit system and the second precision pressure regulating valve 11.5 in the second hinge air circuit system can respectively adjust the expansion volume of the first bow lifting drive device 11.12 and the second bow lifting drive device 11.13, so that the contact force between the first bow head 1 and the second bow head 12 and the contact network or the charging rail meets the bow-network contact force required under the dual-flow contact network working condition.

[0069] The contents explained in the above embodiments should be understood as these embodiments are only used to more clearly illustrate the present invention, and are not used to limit the scope of the present invention. After reading the present invention, various equivalent forms of modifications to the present invention by those skilled in the art all fall within the scope defined by the claims attached to this application.

Claims

1. A double-bow pantograph, comprising a base frame (6), a hinge system (13, 14), a bow head (1, 12), and an air circuit control system, characterized in that ； The hinge system comprises a first hinge system (13) and a second hinge system (14), and the first hinge system (13) and the second hinge system (14) have different heights when they are raised to the highest position; The first hinge system (13) and the second hinge system (14) are fixed on the base frame (6); the bow head comprises a first bow head (1) and a second bow head (12); The first bow head (1) and the second bow head (12) are respectively fixed on the top ends of the first hinge system (13) and the second hinge system (14); The first bow head (1) and the second bow head (12) are respectively located at the upper parts of two opposite ends of the base frame (6).

2. The double-bow-head pantograph according to claim 1, characterized in that: The first bow head (1) is a double slide plate or a quad slide plate, and the second bow head (12) is a single slide plate or a double slide plate.

3. The double-bow-head pantograph according to claim 1, characterized in that: The slide plate of the first bow head (1) is made of metal, and the slide plate of the second bow head (12) is made of carbon.

4. The double-bow-head pantograph according to claim 1, characterized in that: The air circuit control system comprises an integrated valve plate air circuit system, a first hinge air circuit system, and a second hinge air circuit system. The first hinge air circuit system and the second hinge air circuit system respectively control the lifting and lowering of the first hinge system (13) and the second hinge system (14).

5. The double-bow-head pantograph according to claim 4, characterized in that: The integrated valve plate air path system comprises an air filter valve (11.1), a bow raising solenoid valve (11.2), a solenoid reversing valve (11.3), a first bow raising throttle valve (11.20), a first precision pressure regulating valve (11.21), a first safety valve (11.23), a first bow lowering throttle valve (11.22), a first pressure switch (11.19), a second bow raising throttle valve (11.4), a second precision pressure regulating valve (11.5), a second safety valve (11.6), a second bow lowering throttle valve (11.7), and a second pressure switch (11.18); The air filter valve (11.1), the bow lifting solenoid valve (11.2), and the solenoid reversing valve (11.3) are connected in sequence; The electromagnetic reversing valve (11.3) is connected to the first rising bow throttle valve (11.20) and the second rising bow throttle valve (11.4) respectively; The first rising throttle valve (11.20), the first precision pressure regulating valve (11.21), the first safety valve (11.23), and the first falling throttle valve (11.22) are connected in sequence; The second rising throttle valve (11.4), the second precision pressure regulating valve (11.5), the second safety valve (11.6), and the second falling throttle valve (11.7) are connected in sequence.

6. The double-bow-head pantograph according to claim 5, characterized in that: The first hinge air circuit system comprises a first bow raising drive device (11.12), a first quick exhaust valve (11.8), a first stop valve (11.9), and a first test valve (11.10) which are connected in sequence; the first bow raising drive device (11.12) is connected to the first bow lowering throttle valve (11.22), and the first test valve (11.10) is connected to the first slide plate (11.11); The second hinge air circuit system comprises a second bow raising drive device (11.13), a second quick exhaust valve (11.17), a second stop valve (11.16), and a second test valve (11.15) which are connected in sequence; the second bow raising drive device (11.13) is connected to the second bow lowering throttle valve (11.7), and the second test valve (11.15) is connected to the second slide plate (11.14); The first pressure switch (11.19) is arranged between the first quick exhaust valve (11.8) and the first stop valve (11.9), and the second pressure switch (11.18) is arranged between the second quick exhaust valve (11.17) and the second stop valve (11.16).

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