A double bowhead pantograph

Abstract

This invention provides a dual-head pantograph, comprising a base frame, a hinge system, pantograph heads, and a pneumatic control system. The hinge system includes a first hinge system and a second hinge system, with different maximum heights at which they are raised. The first and second hinge systems are fixed to the base frame. The pantograph heads include a first pantograph head and a second pantograph head, respectively fixed to the top ends of the first and second hinge systems. The first and second pantograph heads are located at the upper parts of opposite ends of the base frame. This invention's dual-head pantograph uses a shared base frame and two independent hinge systems, each mounting a pantograph head with a different structure. The two pantograph heads are located at the upper parts of opposite ends of the base frame, and their raising and lowering are independent of each other, meeting the needs of different vehicle operations and current collection conditions. This invention's dual-head pantograph has a simple structure and low equipment cost.

Description

Technical Field

[0001] This invention belongs to the field of vehicle charging technology, and in particular relates to a dual-head pantograph. Background Technology

[0002] I. Pantograph in Dual-Source Electric Traction Locomotive Application Conditions

[0003] Currently, dual-source "electric-electric" hybrid traction locomotives, which utilize both overhead contact line power supply and battery energy storage, are equipped with both pantographs and current collectors. The pantographs are mostly located on the locomotive roof, while the current collectors (or current collectors) are located on the roof or under the locomotive. When there is overhead contact line power, the locomotive uses a dynamic contact power supply mode between the pantograph and the overhead contact line. When there is no overhead contact line power supply, the locomotive uses a static contact power supply mode between the current collector (or current collector) and the charging rail (or third rail) of the ground charging station to collect current and store it in the battery or energy storage device, thus serving as the locomotive's power source as a battery-stored energy source.

[0004] With the further development of vehicle-mounted energy storage devices and ground charging stations, ground charging stations will gradually replace the ground-based third-rail charging method due to their advantages of short operation time, high efficiency, and low cost. Dual-source electric traction locomotives will increasingly adopt roof-mounted charging. This requires both a power collector and a pantograph to be installed on the roof. The power collector statically contacts the ground charging station for energy collection and storage, while the pantograph dynamically contacts the overhead contact line for power collection. Both the power collector and pantograph have power collection capabilities; the former is suitable for static contact power collection, especially for long-term high-current static power collection, while the latter is suitable for sliding contact dynamic power collection. Their main structures are also similar. Simultaneously configuring both the power collector and pantograph on the vehicle roof introduces some functional redundancy and structural complexity. Furthermore, the redundant number of sub-components increases manufacturing costs. Additionally, the separate mechanical, electrical, and pneumatic connections of the two products will affect the layout of other electrical components on the roof.

[0005] II. Interconnection and interoperability of pantographs under different overhead contact system systems in dual-current locomotives

[0006] Dual-power locomotives are equipped with both AC and DC power supply systems, enabling fully automatic switching between 25kV AC and 1500V or 3000V DC power lines. With a fixed total train power, the current drawn from the DC contact network power supply system is significantly greater than that from the AC system, typically 2 to 3 times greater. The current under AC contact network conditions is approximately 700A to 1000A, while under DC contact network conditions it can reach 2000 to 3000A. The pantograph contact strip, as a functional component that directly contacts the contact network to draw current, has a relatively fixed current-carrying capacity per unit length based on existing materials. Furthermore, the amount of current drawn from different contact network power supply systems varies, and the pantograph-contact force required to ensure stable current collection also differs. The nominal pantograph-contact force is generally 70N under AC systems, while it is generally 120N under DC systems.

[0007] Currently, pantographs on dual-current locomotives typically employ pantograph heads with high current-carrying capacity and switch between different pantograph-catenary contact forces to meet the needs of both power grid systems. Firstly, this approach results in a relatively large pantograph head mass, a relatively high price for the pantograph slide block, poor pantograph-catenary matching compatibility, and economic issues. Furthermore, switching pantograph-catenary contact forces complicates the vehicle's electrical and pantograph pneumatic control systems. Summary of the Invention

[0008] The purpose of this invention is to address the shortcomings of existing technologies by providing a double-head pantograph with a simple structure that can adapt to different working conditions.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0010] A dual-head pantograph includes a base frame, a hinge system, a pantograph head, and a pneumatic control system.

[0011] The hinge system includes a first hinge system and a second hinge system, and the first hinge system and the second hinge system have different heights when raised to their highest positions;

[0012] The first hinge system and the second hinge system are fixed to 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 respectively fixed to the top of the first hinge system and the second hinge system;

[0015] The first bow head and the second bow head are located on the upper part of opposite ends of the base frame.

[0016] This invention provides a dual-head pantograph with a shared base frame and two independent hinge systems. Each hinge system houses a pantograph head with a different structure. The two pantograph heads are located at opposite ends of the base frame, and their lifting and lowering are independent of each other, thus meeting the needs of different vehicle operations and current collection conditions. This invention features a simple structure and low equipment cost for the dual-head pantograph.

[0017] Furthermore, the first bow head is a double or quadruple skateboard, and the second bow head is a single or double skateboard.

[0018] Furthermore, the skateboard of the first bow head is made of metal, while the skateboard of the second bow head is made of carbon fiber.

[0019] Furthermore, the pneumatic control system includes an integrated valve plate pneumatic system, a first hinge pneumatic system, and a second hinge pneumatic system. The first hinge pneumatic system and the second hinge pneumatic system respectively control the raising and lowering of the first hinge system and the second hinge system. This avoids functional malfunctions caused by the simultaneous raising or lowering of the two hinge systems.

[0020] Furthermore, the integrated valve plate pneumatic system includes an air filter valve, a lifting solenoid valve, a solenoid directional valve, a first lifting throttle valve, a first precision pressure regulating valve, a first safety valve, a first lowering throttle valve, a first pressure switch, a second lifting throttle valve, a second precision pressure regulating valve, a second safety valve, a second lowering throttle valve, and a second pressure switch;

[0021] The air filter valve, the lifting solenoid valve, and the solenoid directional valve are connected in sequence.

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

[0023] The first lifting throttle valve, the first precision pressure regulating valve, the first safety valve, and the first lowering throttle valve are connected in sequence;

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

[0025] Furthermore, the first hinge pneumatic system includes a first lifting bow drive device, a first quick exhaust valve, a first shut-off valve, and a first test valve connected in sequence; the first lifting bow drive device is connected to the first lowering bow throttle valve, and the first test valve is connected to the first slide plate;

[0026] The second hinge pneumatic system includes a second lifting bow drive device, a second quick exhaust valve, a second shut-off valve, and a second test valve connected in sequence; the second lifting bow drive device is connected to the second lowering bow throttle valve, and the second test valve is connected to the second slide plate;

[0027] The first pressure switch is located between the first quick-release valve and the first shut-off valve, and the second pressure switch is located between the second quick-release valve and the second shut-off valve.

[0028] The electromagnetic reversing valve can switch between the first and second hinge air circuit systems depending on the operating conditions. This activates either the first or second bow lifting drive device, causing it to inflate and raise the first or second hinge system, which then contacts the wire mesh to receive airflow. This invention, through the switching function of the electromagnetic reversing valve, allows for the selective supply of air to only one hinge system's air circuit system, avoiding the functional disruption caused by simultaneous raising of both hinge systems.

[0029] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0030] The dual-head pantograph of this invention features a shared base frame and two independent hinge systems. Each hinge system houses a pantograph head with a different structure, and each system controls the raising and lowering of the two pantograph heads. The two pantograph heads are located at opposite ends of the base frame, and their raising and lowering are independent of each other, thus meeting the needs of different vehicle operations and current collection conditions. This dual-head pantograph of the invention has a simple structure and low equipment cost.

[0031] This invention solves the problems of functional redundancy, complex structure, and high cost associated with simultaneously configuring both the power receiver and pantograph on the roof of a dual-source electric locomotive; it also solves the problems of poor pantograph-catenary matching compatibility and economic efficiency in dual-current locomotives; and it enables interconnection and interoperability between different types of vehicles, different current collection conditions, and different contact networks, meeting the needs of different vehicle operation and current collection conditions. Attached Figure Description

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

[0033] Figure 2 These are three views of the double-hinge system of the double-head pantograph according to an embodiment of the present invention;

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

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

[0036] Figure 5 This is a three-dimensional schematic diagram of the dynamic current collection of the dual-head pantographs of the power receiving type and current receiving type according to embodiments of the present invention;

[0037] Figure 6 Three-view diagrams of dynamic current collection by dual-head pantographs of the power receiving and current receiving types according to embodiments of the present invention;

[0038] Figure 7 This is a three-dimensional schematic diagram of static charging of the power receiving type and current receiving type dual-head pantograph according to embodiments of the present invention;

[0039] Figure 8 Three views of static charging of the power-receiving and current-receiving dual-head pantographs according to embodiments of the present invention;

[0040] Figure 9 Three views of the pantograph dynamic current collection adapted to two types of pantograph head profile limits in an embodiment of the present invention;

[0041] Figure 10 Three-view diagrams of pantograph dynamic current collection adapted to dual-current contact network in an embodiment of the present invention;

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

[0043] Figure 12 This is a schematic diagram of the bow head outline according to an embodiment of the present invention;

[0044] Figure 13 This is a schematic diagram of a bow-shaped sliding plate according to an embodiment of the present invention;

[0045] Figure 14 This is a schematic diagram of another bow-shaped sliding plate according to an embodiment of the present invention;

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

[0047] Figure 16 This is a schematic diagram of another bow head outline according to an embodiment of the present invention.

[0048] In the figure, 1-first bow head, 2-first upper arm, 3-first balance bar, 4-first lower arm, 5-insulator, 6-base frame, 7-second tie rod, 8-second lower arm, 9-first tie rod, 10-second upper arm, 11-second balance bar, 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-Lifting solenoid valve, 11.3-Solenoid directional valve, 11.4-Second lifting throttle valve, 11.5-Second precision pressure regulating valve, 11.6-Second safety valve, 11.7-Second lowering throttle valve, 11.8-First quick exhaust valve, 11.9-First shut-off valve, 11.10-First test valve, 11.11-First slide block, 11.12-First lifting drive device, 11.13-Second lifting drive device, 11.14-Second slide block, 11.15-Second test valve, 11.16-Second shut-off valve, 11.17-Second quick exhaust valve, 11.18-Second pressure switch, 11.19-First pressure switch, 11.20-First lifting throttle valve, 11.21-First precision pressure regulating valve, 11.22-First lowering throttle valve, 11.23-First safety valve. Detailed Implementation

[0051] The present invention will be described in detail below with reference to embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other. For ease of description, the words "upper," "lower," "left," and "right" appearing below only indicate that they are consistent with the upper, lower, left, and right directions of the drawings themselves, and do not limit the structure.

[0052] Example

[0053] like Figures 1-4 As shown, the dual-head pantograph of this embodiment consists 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 bar 3 and a second balance bar 11, a first pantograph lifting drive device 11.12 and a second pantograph lifting drive device 11.13, a first pantograph head 1 and a second pantograph head 12, and a pneumatic control system.

[0054] The dual-head pantograph is controlled by two independent hinge systems for raising and lowering the pantograph head. Each hinge system consists of an interconnected large four-bar linkage and a small four-bar linkage. The base frame 6, the first lower arm 4, the first upper arm 2, and the first tie rod 9 constitute the first large four-bar linkage in the first hinge system 13. The first balance bar 3, the first upper arm 2, the first lower arm 4, and the first pantograph head 1 constitute the first small four-bar linkage in the first hinge system 13. The pneumatic control system selectively inflates the first pantograph lifting drive device 11.12 via a solenoid valve. The inflation and expansion of the first pantograph lifting drive device 11.12 drives the first lower arm 4 to rotate, thereby raising the first pantograph head 1. The pneumatic control system then cuts off the air supply via a solenoid valve, causing the first pantograph head 1 to descend under its own weight, thus lowering the pantograph.

[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 linkage in the second hinge system 14. The second balance bar 11, the second upper arm 10, the second lower arm 8, and the second bow head 12 constitute the second small four-bar linkage in the second hinge system 14. The air circuit control system selectively inflates the second bow lifting drive device 11.13 via a solenoid valve. The inflation and expansion of the second bow lifting drive device 11.13 drives the second lower arm 8 to rotate, thereby raising the second bow head 12. The air circuit control system cuts off the air supply via a solenoid valve, and under its own weight, the second bow head 12 descends, achieving bow lowering. The first bow lifting drive device 11.12 and the second bow lifting drive device 11.13 are airbags.

[0056] The first hinge system 13 and the second hinge system 14 can be sized according to the lifting height of the dual-head pantograph, and the dimensions and structures of the two hinge systems can be different. The two independent hinge systems are adapted to the operating conditions of the dual-head pantograph by mounting the first head 1 and the second head 12.

[0057] like Figures 5-8 When dual-panel pantographs are used in both energy storage and current-collecting dual-source locomotives, two different pantographs are used. The first pantograph 1 is designed as a charging pantograph, which can use double or multiple sliding plates, metal sliding plates, or plates covered with soft copper wire to meet the high current requirements for static charging. The second pantograph 12 is designed as a dynamic current-collecting pantograph, which can use a single or double sliding plate, with the sliding plate material being conventional pure carbon or impregnated metal carbon, sufficient to meet the current-carrying capacity for dynamic current collection. The dual-source locomotive selects between static power collection and dynamic current-collecting operating modes through the pneumatic control system, depending on the operating conditions or scenario. Figure 7 , Figure 8 In static power receiving and storage mode, it is suitable for storing electricity for the locomotive battery at ground charging stations or for vehicle operation when the overhead contact line is de-energized. It is particularly suitable for long-term, high-current static power receiving conditions. Specifically, the first pantograph head 1 is raised to make static contact with the charging rail of the ground charging station, thereby storing electricity for the vehicle's battery (or energy storage device). After power storage is complete, the air supply inside the vehicle is disconnected through the pneumatic control system, and the first pantograph head 1 is lowered, allowing the battery (or energy storage device) to serve as the locomotive's traction power source. When the battery (or energy storage device) is insufficiently charged and the overhead contact line is energized, the pantograph is raised to receive electricity. After adjustment by the pneumatic control system, the air supply inside the vehicle supplies air to the first pantograph lifting drive device 11.12. The first pantograph lifting drive device 11.12 expands with the air, pulling the first lower arm 4. This causes the first hinge system 13 associated with the first lower arm 4 to activate and lift the first pantograph head 1, allowing the first pantograph head 1 to statically receive and store electricity from the overhead contact line. Figure 5 , Figure 6In the dynamic current collection and extraction power operation mode, it is suitable for dual-source locomotives operating under overhead contact lines. In this mode, the locomotive dynamically collects power from the overhead contact line via a pantograph as its traction power source. Specifically, the pneumatic control system supplies air to the second pantograph lifting drive device 11.13, thereby raising the second pantograph head 12 to contact the overhead contact line. The current collected by the second pantograph head 12 is used by the locomotive. When the pneumatic control system cuts off the air supply inside the locomotive, the second hinge system 14 lowers the second pantograph head 12 under its own weight. With the technological development of ground charging stations and locomotive batteries (or energy storage devices), dual-source locomotive energy storage is developing towards high-power, short-time fast charging. Therefore, in the static current collection and energy storage operation mode, the pantograph head needs to withstand large currents, the temperature rise during static charging, and the electric arc generated during charging contact. The pantograph head's sliding plate requires high current carrying capacity and resistance to arc burning. Figure 13 In this embodiment, the charging head adopts a double-slide structure. The charging head slide 1.1 is made of powder metallurgy copper to increase its large current carrying capacity. During static contact current collection, the charging head slide 1.1 contacts the charging rail. The current collection head adopts a single-slide structure. The current collection head slide 2.1 is made of carbon material and contacts the overhead contact network during dynamic current collection. Figure 14 In this embodiment, the charging head adopts a double-slide structure. The charging head slide 1.1 is made of powder metallurgy copper or has an increased width to increase its current carrying capacity. During static contact power collection, the charging head slide 1.1 contacts the charging rail. The current collection head also adopts a double-slide structure. The current collection head slide 2.1 is made of carbon material and contacts the overhead contact network during dynamic current collection.

[0058] When vehicles are used in different clearance catenary application conditions, such as Figure 9 and Figure 12 For the interconnected locomotive under different clearance catenary operating conditions, the first bow head 1 adopts type A bow head profile, and the bow head length H1 is designed to be 1600mm. Figure 15 As shown; the second bow head 12 adopts type B bow head profile, and the bow head length H2 is designed to be 1950mm, as shown. Figure 16 As shown, this enables interconnection of the overhead contact system under different clearance conditions. The pantograph head profile is referenced in "TB / T 43790-2024 Guidelines for Interaction between Pantograph and Overhead Contact System in Rail Transit Current Collection System".

[0059] When the vehicle is operating under dual-current overhead contact line conditions, such as Figure 3 and Figure 10 To adapt to the operating conditions of dual-current locomotives, in DC operating conditions, the first bow head 1 can adopt a double-slide plate, a metal-plated material, and a wider slide plate to meet its large current carrying capacity. In AC operating conditions, the second bow head 12 adopts a double-slide plate and a pure carbon material.

[0060] like Figure 11As shown, the schematic diagram of the pneumatic control system for the dual-panel pantograph fully illustrates the working mode under corresponding operating conditions. The pneumatic control system includes an integrated valve plate pneumatic system, a first hinge pneumatic system, and a second hinge pneumatic system.

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

[0062] The first hinge pneumatic system includes a first lifting bow drive device 11.12, a first quick exhaust valve 11.8, a first shut-off valve 11.9, and a first test valve 11.10.

[0063] The second hinge pneumatic system includes a second lifting drive device 11.13, a second quick exhaust valve 11.17, a second shut-off valve 11.16, and a second test valve 11.15.

[0064] During the raising of the bow, the raising solenoid valve 11.2 is energized to conduct airflow. The solenoid reversing valve 11.3 can be switched according to the operating conditions. When the air source is switched to the first hinge air circuit system, the air source passes sequentially through the first raising throttle valve 11.20, the first precision pressure regulating valve 11.21, the first safety valve 11.23, the first lowering throttle valve 11.22, the first raising drive device 11.12, the first quick exhaust valve 11.8, the first shut-off valve 11.9, the first test valve 11.10, and the first slide plate 11.11 and returns to the first pressure switch 11.19. The first hinge system 13 is raised under the action of the first raising drive device 11.12, and the first bow head 1 contacts the net to receive airflow. The first pressure switch 11.19 gives the first hinge system a raising signal 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 sequentially through the second lifting bow throttle valve 11.4, the second precision pressure regulating valve 11.5, the second safety valve 11.6, the second lowering bow throttle valve 11.7, the second lifting bow drive device 11.13, the second quick exhaust valve 11.17, the second shut-off valve 11.16, the second test valve 11.15, and the second slide plate 11.14 and returns to the second pressure switch 11.18. The second hinge system 14 is raised under the action of the second lifting bow drive device 11.13, the second bow head 12 contacts the net to receive the flow, and gives the second hinge system a bow raising signal.

[0066] In other words, when the lifting solenoid valve 11.2 is de-energized and the air source is cut off, the compressed air from the first hinge air circuit system or the second hinge air circuit system returns to its original path and is discharged to the atmosphere through the lifting solenoid valve 11.2, thereby lowering the hinge system. The first pressure switch 11.19 or the second pressure switch 11.18 gives the lowering signal of the hinge system.

[0067] Because of the switching function of the electromagnetic reversing valve 11.3, it can only select to supply air to the first hinge air circuit system or the second system air circuit, thereby avoiding the functional disorder caused by the simultaneous raising 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, thereby ensuring that the contact force between the first bow head 1 and the second bow head 12 and the contact wire or charging rail meets the required pantograph-contact contact force under the dual-flow contact wire operating condition.

[0069] The above embodiments should be understood as being used only to illustrate the present invention more clearly, and not to limit the scope of the present invention. After reading the present invention, any modifications of the present invention in various equivalent forms by those skilled in the art fall within the scope defined by the appended claims.

Claims

1. A double-head pantograph, comprising a base frame (6), a hinge system (13, 14), pantograph heads (1, 12), and a pneumatic control system, characterized in that... ； The hinge system includes 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 their highest positions; The first hinge system (13) and the second hinge system (14) are fixed on the base frame (6); the bow head includes 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 to the top of the first hinge system (13) and the second hinge system (14); The first bow head (1) and the second bow head (12) are located on the upper parts of opposite ends of the base frame (6); The pneumatic control system includes an integrated valve plate pneumatic system, a first hinge pneumatic system, and a second hinge pneumatic system. The first hinge pneumatic system and the second hinge pneumatic system control the lifting and lowering of the first hinge system (13) and the second hinge system (14), respectively. The integrated valve plate pneumatic system includes an air filter valve (11.1), a lifting solenoid valve (11.2), a solenoid directional valve (11.3), a first lifting throttle valve (11.20), a first precision pressure regulating valve (11.21), a first safety valve (11.23), a first lowering throttle valve (11.22), a first pressure switch (11.19), a second lifting throttle valve (11.4), a second precision pressure regulating valve (11.5), a second safety valve (11.6), a second lowering throttle valve (11.7), and a second pressure switch (11.18). The air filter valve (11.1), the lifting solenoid valve (11.2), and the solenoid directional valve (11.3) are connected in sequence; The electromagnetic reversing valve (11.3) is connected to the first lifting bow throttle valve (11.20) and the second lifting bow throttle valve (11.4) respectively; The first lifting bow throttle valve (11.20), the first precision pressure regulating valve (11.21), the first safety valve (11.23), and the first lowering bow throttle valve (11.22) are connected in sequence; The second lifting throttle valve (11.4), the second precision pressure regulating valve (11.5), the second safety valve (11.6), and the second lowering throttle valve (11.7) are connected in sequence; The first hinge pneumatic system includes a first lifting bow drive device (11.12), a first quick exhaust valve (11.8), a first shut-off valve (11.9), and a first test valve (11.10) connected in sequence; the first lifting bow drive device (11.12) is connected to the first lowering bow throttle valve (11.22), and the first test valve (11.10) is connected to the first sliding plate (11.11); The second hinge pneumatic system includes a second lifting bow drive device (11.13), a second quick exhaust valve (11.17), a second shut-off valve (11.16), and a second test valve (11.15) connected in sequence; the second lifting bow drive device (11.13) is connected to the second lowering bow 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 located between the first quick exhaust valve (11.8) and the first shut-off valve (11.9), and the second pressure switch (11.18) is located between the second quick exhaust valve (11.17) and the second shut-off valve (11.16).

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

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

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