Magnetic-levitation train current collector system

Abstract

The utility model discloses a maglev train current collector system, and relates to the technical field of vehicle engineering. The maglev train current collector system comprises a current collector, an extension monitoring circuit and a main monitoring circuit. In the extension monitoring circuit, a normally open contact of a first extension detection travel switch is connected in series with a coil of an extension detection relay; the first extension detection travel switch is used for controlling a normally open contact of the current collector to be closed after the moving part of the current collector extends to a first position so as to control a coil of the extension detection relay to be electrified, and when the moving part of the current collector extends, a sliding plate of the current collector extends towards the power supply rail; the main monitoring circuit comprises a normally open contact extending out of the detection relay, and the main monitoring circuit is in communication connection with a train braking system so as to provide signals for the train braking system when the main monitoring circuit is connected. The system has a monitoring capability, and can provide a judgment signal for the control of a train braking system, so that the train is stopped in time when the current collector abnormally extends out, and the current collection reliability and the operation safety are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle engineering, in particular to a current collector system for a maglev train. Background Art

[0002] At present, the main vehicles that use side contact current collection in China are straddle-type monorails, suspended monorails, medium- and low-speed maglevs, and high-speed maglevs. The maximum operating speed of known current collectors is only 160km / h. Compared with the first three low-speed vehicles, the power supply rails of high-speed maglevs are discontinuous. The current collectors retract at high speeds during vehicle driving. If the vehicle current collectors are not retracted or extend abnormally at high speeds, the carbon slide plate of the current collector will collide with the power supply rails, causing major safety accidents. However, in an existing commonly used current collector, the extension and retraction of the current collector requires manual control. When applied to high-speed maglevs, it is difficult to ensure the reliability of the current collector, which affects the safe operation of the vehicle.

[0003] Therefore, how to improve the reliability of vehicle current collection to improve the safety of vehicle operation is a technical problem that technical personnel in this field currently need to solve. Utility Model Content

[0004] In view of this, the purpose of the utility model is to provide a maglev train current collector system and a maglev vehicle, which can improve the reliability of vehicle current collection and improve the safety of vehicle operation.

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] A maglev train current collector system comprises a current collector, an extension monitoring circuit and a main monitoring circuit;

[0007] In the extension monitoring circuit, the normally open contact of the first extension detection travel switch and the coil of the extension detection relay are connected in series;

[0008] The first extension detection travel switch is used to control the normally open contact thereof to close after the moving part of the current collector extends to the first position, so as to control the coil of the extension detection relay to be energized, wherein when the moving part of the current collector extends, the slide of the current collector extends toward the power supply rail;

[0009] The main monitoring circuit includes a normally open contact of the extension detection relay, and the main monitoring circuit is communicatively connected to the train braking system so as to provide a signal to the train braking system when the main monitoring circuit is connected.

[0010] Preferably, in the extension monitoring circuit, the two normally open contacts of the first extension detection travel switch and the coil of the extension detection relay are connected in series.

[0011] Preferably, it also includes a command relay; the coil of the command relay is connected to a trigger module in the driver's cab and / or the train operation control system, so that it can be energized when triggered by the trigger module, thereby disconnecting the normally closed contacts of the command relay; in the main monitoring circuit, the normally open contacts of the extension detection relay are connected in series with the normally closed contacts of the command relay.

[0012] Preferably, it also includes a main control relay, and each driver's cab control circuit of different driver's cabs is respectively connected to the coil of the main control relay; in the main monitoring circuit, the normally open contact of the main control relay, the normally closed contact of the command relay and the normally open contact of the extension detection relay are connected in series; when the driver's cab control circuit at the occupied end of the driver's cab controls the coil of the main control relay to be energized, the normally open contact of the main control relay is closed, and the signal of the main monitoring circuit is sent to the driver's cab control circuit at the occupied end of the driver's cab.

[0013] Preferably, it also includes a second extension detection travel switch and / or a retraction detection travel switch;

[0014] The contact of the second extension detection travel switch and the contact of the retraction detection travel switch are respectively connected to the vehicle diagnosis network;

[0015] The second extension detection travel switch is used to control the action of its contact after the moving part of the current collector is extended to the first position, so that the vehicle diagnosis network generates an extension diagnosis signal;

[0016] The recovery detection travel switch is used to control the contact action after the moving part of the current collector is retracted to the second position, so that the vehicle diagnostic network generates a recovery diagnostic signal, wherein the moving part can reach the second position by recovery from the first position.

[0017] Preferably, the current receiver includes a control box, a cylinder, a stopper and a slide plate assembly; the control box is connected to the cylinder so that the cylinder can be inflated or exhausted through the control box, and then the cylinder drives the stopper connected thereto to extend and retract; when the cylinder drives the stopper to move in one direction, the stopper can push the slide plate assembly to retract; when the cylinder drives the stopper to move in the opposite direction, the stopper can be separated from the slide plate assembly, and the slide plate assembly can be extended under the action of its own elastic member; wherein, the moving part is the piston of the cylinder or the slide plate assembly.

[0018] Preferably, a plurality of solenoid valves connected in series are arranged on the control air circuit of the control box, and the control air circuit is connected to the cylinder. The control box inflates the cylinder when each of the solenoid valves is energized, and exhausts the cylinder when any of the solenoid valves loses power.

[0019] Preferably, a minimum pressure valve is further provided on the control air circuit of the control box, each of the solenoid valves is provided between the minimum pressure valve and the cylinder, and the solenoid valve is a pilot valve.

[0020] Preferably, the cylinder includes a cylinder body and a plurality of cylinder elastic parts built into the cylinder body, and the piston is connected to the stopper and slidably connected to the cylinder body; each cylinder elastic part is respectively connected to the piston and the cylinder body, and when the cylinder is exhausted, the cylinder elastic part drives the piston to retract.

[0021] Preferably, it includes a plurality of current receiver modules for being placed in different vehicles of a train; the current receiver modules include two pairs of current receivers; wherein, a pair of current receivers includes a current receiver for connecting to the outside through a positive pole and a current receiver for connecting to the outside through a negative pole, and each of the current receivers in a pair of current receivers shares one control box.

[0022] The maglev train current collector system provided by the utility model includes the following beneficial effects: it has monitoring capability, and based on the detection of the extension state of the moving part of the current collector by the first extension detection travel switch, a control signal can be provided for the on-off of the main monitoring circuit, and then a judgment signal is provided for the control of the train braking system, which serves as one of the reference conditions for the braking control of the train braking system, so that the train braking system can perform emergency braking and stop in time when the current collector is abnormally extended, thereby improving the reliability of vehicle current collection and the safety of vehicle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0024] Figure 1 A current collector monitoring circuit diagram of a single vehicle of a specific embodiment of the maglev train current collector system provided by the utility model;

[0025] Figure 2 A current collector monitoring circuit diagram of multiple vehicles of a specific embodiment of the maglev train current collector system provided by the utility model;

[0026] Figure 3 A schematic diagram of the current collector slide retraction of a specific embodiment of the current collector system for a maglev train provided by the utility model;

[0027] Figure 4A schematic diagram showing the extension of a current collector slide plate of a specific embodiment of a current collector system for a maglev train provided by the utility model;

[0028] Figure 5 A structural diagram of a current collector module of a specific embodiment of a current collector system for a maglev train provided by the utility model;

[0029] Figure 6 A connection diagram of a pair of current collectors in a control box and a current collector module of a specific embodiment of a maglev train current collector system provided by the utility model;

[0030] Figure 7 This is a cylinder internal structure diagram of a specific embodiment of the maglev train current collector system provided by the utility model;

[0031] Figure 8 This is an assembly diagram of a cylinder and a travel switch of a specific embodiment of a maglev train current collector system provided by the utility model.

[0032] Reference numerals:

[0033] Current receiver 1, control box 11, minimum pressure valve 111, solenoid valve 112, cylinder 12, cylinder elastic member 121, piston 122, first connecting rod mechanism 13, stopper 14, bow lowering elastic member 15, second connecting rod mechanism 16, bow lowering lever 17, slide plate 18, current receiver hose 19, plug door 110;

[0034] Main monitoring circuit 2, main control relay 21, command relay 22;

[0035] Vehicle Diagnosis Network 3;

[0036] The monitoring circuit 4 is extended, and the detection relay 41 is extended. DETAILED DESCRIPTION

[0037] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0038] The core of the utility model is to provide a maglev train current collector system and a maglev vehicle, which can improve the reliability of vehicle current collection and thus improve the safety of vehicle operation.

[0039] The specific embodiment 1 of the maglev train current collector system provided by the utility model is applied to maglev vehicles, specifically high-speed maglev trains. Figure 8The maglev train current collector system includes a current collector 1, a stretching monitoring circuit 4 and a main monitoring circuit 2.

[0040] like Figure 3 and Figure 4 As shown, the current collector 1 comprises a control box 11, a cylinder 12, a stopper 14 and a slide assembly. The control box 11 is connected to the cylinder 12, so that the cylinder 12 is exhausted through the control box 11, and then the cylinder 12 drives the stopper 14 connected thereto to telescope.

[0041] The slide assembly is used to contact or separate from the power rail, and the cylinder 12 can control the extension and retraction of the slide assembly. When the cylinder 12 drives the stopper 14 to retract (or extend in other embodiments), the stopper 14 can push the slide assembly back; when the cylinder 12 drives the stopper 14 to move in the opposite direction, the stopper 14 can separate from the slide assembly, and the slide assembly can extend under the action of its own elastic member.

[0042] Among them, optionally, the slide plate assembly includes a bow lowering lever 17, a bow lowering elastic member 15 and a slide plate 18, and the slide plate 18 is used to contact or separate with the power supply rail. The bow lowering elastic member 15 is connected to the bow lowering lever 17 to provide a force to push the bow lowering lever 17 to extend, and the bow lowering lever 17 is connected to the slide plate 18. The cylinder 12 can cooperate with the bow lowering elastic member 15 to control the lifting and lowering of the slide plate 18, and the bow lowering elastic member 15 can adjust the contact force between the slide plate 18 and the power supply rail. Specifically, the bow lowering elastic member 15 is a tension spring.

[0043] Optionally, the cylinder 12 includes a cylinder body, a piston 122 slidably connected to the cylinder body, and a cylinder elastic member 121 built into the cylinder body, wherein the cylinder elastic member 121 is specifically a spring, such as a compression spring. The piston 122 is connected to the stopper 14. Figure 3 As shown, when the cylinder 12 is exhausted, that is, the cylinder body is exhausted, the cylinder elastic member 121 returns to its original position, driving the piston 122 to retract, thereby retracting the slide plate 18; Figure 4 As shown, when the cylinder 12 is inflated, that is, the cylinder body is inflated, the gas overcomes the restoring elastic force of the cylinder elastic member 121, drives the piston 122 to extend, and then extends the slide plate 19.

[0044] Among them, optionally, in order to adapt to the installation space in the vehicle and the movement direction of the adjustment component, the piston 122 is connected to the stopper 14 through the first connecting rod mechanism 13, and the bow lowering lever 17 is connected to the bow lowering elastic member 15 through the second connecting rod mechanism 16.

[0045] The operating principle of the current collector 1 includes: Figure 3As shown, when the cylinder 12 is exhausted through the control box 11, the cylinder elastic member built into the cylinder 12 resets and moves, driving the piston 122 to retract. The piston 122 drives the stopper 14 to retract through the first connecting rod mechanism 13. The stopper 14 contacts the bow lowering lever 17 and pushes the bow lowering lever 17 to retract. The bow lowering lever 17 overcomes the elastic force of the bow lowering elastic member 15 to compress the bow lowering elastic member 15, and the bow lowering lever 17 drives the slide plate 18 to retract, thereby realizing the retraction of the current receiver 1; when the cylinder 12 is inflated through the control box 11, the piston 122 overcomes the elastic force of the cylinder elastic member 121 in the cylinder 12 and moves in the opposite direction, driving the stopper 14 to extend, so that the stopper 14 is separated from the bow lowering lever 17, the bow lowering elastic member 15 resets and pushes the bow lowering lever 17 to extend, and the bow lowering lever 17 drives the slide plate 18 to extend, thereby realizing the extension of the current receiver 1.

[0046] like Figure 1 As shown, the extension monitoring circuit 4 is specifically arranged in one-to-one correspondence with the current collector 1. In the extension monitoring circuit 4, the normally open contact of the first extension detection travel switch and the coil of the extension detection relay 41 are connected in series, and the first extension detection travel switch is used to control the normally open contact of the first extension detection travel switch to close after the moving part of the current collector 1 extends to the first position, so as to control the coil of the extension detection relay 41 to be energized.

[0047] When the moving part of the current receiver 1 extends, the slide 18 of the current receiver 1 extends toward the power rail, and correspondingly, when the moving part of the current receiver 1 retracts or withdraws, the slide 18 of the current receiver 1 retracts or withdraws away from the power rail, that is, the reciprocating motion of the moving part can reflect the reciprocating motion of the slide 18. In this embodiment, the moving part of the current receiver 1 is the piston 122 of the cylinder 12, and in other embodiments, it can also be other parts such as the stopper 14 or the slide 18 in the slide assembly.

[0048] like Figure 1 As shown, the main monitoring circuit 2 is communicatively connected to the train braking system. The main monitoring circuit 2 serves as a monitoring circuit for abnormal extension of the current receiver 1 and can provide a high level to the train braking system as a trigger condition for the train to apply safety braking. For example, when the train does not issue an extension instruction for the current receiver 1 and the main monitoring circuit 2 is connected, the train braking system performs braking control.

[0049] The main monitoring circuit 2 includes a normally open contact of the extension detection relay 41. At this time, the closing of the normally open contact of the extension detection relay 41 is one of the conditions for the main monitoring circuit 2 to be connected. Specifically, the normally open contacts of the extension detection relays 41 of each extension monitoring circuit 4 can be connected to the main monitoring circuit 2, respectively, and specifically can be in parallel, such as Figure 1As shown, four current receivers 1 are arranged in a single vehicle, each current receiver corresponds to the extension detection relays K1, K2, K3 and K4, and the normally open contacts of K1, K2, K3 and K4 are connected in parallel to the main monitoring circuit 2.

[0050] In this embodiment, the current collector system of the maglev train has a monitoring capability. Based on the detection of the extended state of the moving part of the current collector 1 by the first extension detection travel switch, a control signal can be provided for the on-off of the main monitoring circuit 2, and then a judgment signal can be provided for the control of the train braking system. As one of the reference conditions for the braking control of the train braking system, the train braking system can perform emergency braking and stop the vehicle in time when the current collector is abnormally extended, which can improve the reliability of the vehicle current collection and the safety of vehicle operation.

[0051] Furthermore, if Figure 1 As shown, in the extension monitoring circuit 4, the normally open contacts of the two first extension detection limit switches (D1 and D2 respectively) and the coil of the extension detection relay 41 are connected in series. Figure 8 As shown, the two first extension detection stroke switches D1 and D2 are respectively used to monitor the position of the piston 122 of the cylinder 12. Optionally, when the piston 122 extends to the maximum length, the stroke is 100%, and the first position of the piston 122 extension can be at 80% of the stroke of the piston 122. When the stroke of the piston 122 is between about 80% and 100%, the normally open contacts of the first extension detection stroke switches D1 and D2 are closed, and the extension monitoring circuit 4 sends an extension signal. Compared with only one first extension detection stroke switch, the normally open contacts of the two first extension detection stroke switches are connected in series to the extension monitoring circuit 4, which can improve the reliability of control and avoid the accidental emergency stop of the train caused by the failure of a single first extension detection stroke switch.

[0052] Furthermore, if Figure 1 As shown, the current collector system of the maglev train also includes a command relay 22. The coil of the command relay 22 is connected to a trigger module in the driver's cab and / or the train operation control system, wherein the trigger module can be a current collector operation button in the driver's cab, or a current collector extension command issued by the train operation control system. The coil of the command relay 22 can be energized under the triggering of the trigger module, thereby opening the normally closed contact of the command relay 22. In the main monitoring circuit 2, the normally open contact of the extension detection relay 41 is connected in series with the normally closed contact of the command relay 22. According to the actual operating conditions, by controlling the coil of the command relay 22, the normally closed contact of the command relay 22 can be disconnected, then the main monitoring circuit 2 is disconnected, and the abnormal extension monitoring function is invalid, which can avoid the vehicle stopping being triggered by the normal extension of the current collector 1 during normal driving.

[0053] Furthermore, if Figure 1As shown, the maglev train current collector system also includes a main control relay 21, and each cab control circuit of different cabs is connected to the coil of the main control relay 21. In the main monitoring circuit 2, the normally open contact of the main control relay 21, the normally closed contact of the command relay 22 and the normally open contact of the extension detection relay 41 are connected in series. Among them, each cab control circuit can be respectively provided with a main control relay 21, and the normally open contact of each main control relay 21 is connected in parallel to the main monitoring circuit 2. In other embodiments, multiple coils of a main control relay 21 can also be respectively connected to different cab control circuits, and control the normally open contact of the same main control relay 21.

[0054] When the cab control circuit at the cab occupied end controls the coil of the main control relay 21 to be energized, the normally open contact of the main control relay 21 is closed, and the signal of the main monitoring circuit 2 is sent to the cab control circuit at the cab occupied end.

[0055] That is to say, for different driver's cabs, the abnormal extension of the current collector 1 is received and controlled at the driver's cab occupied end. When the main control relay 21 at the driver's cab occupied end is energized, its normally open contact is closed, and the monitoring signal of the abnormal extension of the current collector 1 is input to the driver's cab occupied end. Optionally, when the driver's cab key at the driver's cab occupied end is started, the driver's cab control circuit corresponding to the driver's cab controls the coil of the main control relay 21 to be energized.

[0056] Furthermore, if Figure 1 As shown, the maglev train current collector system also includes a second extension detection travel switch and a recovery detection travel switch. The contacts of the second extension detection travel switch and the recovery detection travel switch are respectively connected to the vehicle diagnosis network 3. Among them, the contacts of the second extension detection travel switch are normally open contacts, and in other embodiments, they can also be normally closed contacts, and the contacts of the recovery detection travel switch are normally closed contacts, and in other embodiments, they can also be normally open contacts, as long as the vehicle diagnosis network 3 can generate corresponding diagnosis signals respectively.

[0057] like Figure 1 and Figure 8 As shown, the second extension detection stroke switch is D3, and the recovery detection stroke switch is D4. The second extension detection stroke switch is used to control the closure of its normally open contact after the moving part of the current collector 1 is extended to the first position, so that the vehicle diagnostic network 3 generates an extension diagnosis signal. The assembly between the second extension detection stroke switch D3 and the moving part can refer to the first extension detection stroke switches D1 and D2. For the recovery detection stroke switch, the second position of the piston 122 can be at 20% of the stroke of the piston 122. When the stroke of the piston 122 is between about 0 and 20%, the normally closed contact of the recovery detection stroke switch D4 is disconnected, and the vehicle diagnostic network 3 sends a retraction diagnosis signal.

[0058] In addition, the vehicle diagnostic network 3 and the main monitoring circuit 2 can be connected to the judgment module, and the judgment module can compare the monitoring results of the vehicle diagnostic network 3 and the status of the main monitoring circuit 2, and report a fault if they are inconsistent.

[0059] Combined with the application of four travel switches (also called limit switches) D1, D2, D3, and D4, such as Figure 1 and Figure 8 As shown, they are used to monitor the position of the piston 122 of the cylinder 12. The three travel switches D1, D2, and D3 monitor the extension state of the piston 122. When the piston 122 extends to about 80-100% of the stroke, the normally open contacts of D1, D2, and D3 are closed, and the relevant circuit of the current receiver 1 sends an extension signal; the travel switch D4 monitors the retraction state of the piston 122 of the cylinder 12. When the piston 122 retracts to about 0-20% of the stroke, the normally closed contact of the travel switch opens, and the relevant circuit of the current receiver 1 sends a retraction signal.

[0060] In this embodiment, the above logic circuit design can realize the monitoring of abnormal extension of the current receiver 1. In the main monitoring circuit 2, the normally open contact of the main control relay 21, the normally closed contact of the command relay 22 and the normally closed contact of the extension detection relay 41 are connected to form a hard-wire circuit. During control, if the train does not issue an extension command for the current receiver 1 and the D1 and D2 travel switches in any current receiver 1 of the train detect that the piston 122 of the cylinder 12 is extended to the first position, and all contacts in the hard-wire circuit are closed, it means that there is abnormal extension of the current receiver 1, and a high level can be provided to the train braking system, the vehicle implements safe braking, and the train stops in an emergency. In addition, since travel switches D3 and D4 are also provided, the contact states of D3 and D4 are respectively sent to the vehicle diagnostic network 3, and the states of the D3 and D4 travel switches monitored by the vehicle diagnostic network 3 can be compared with the state of the main monitoring circuit 2, and a fault is reported if they are inconsistent.

[0061] In addition, in order to further reduce the risk caused by abnormal extension of the current collector 1, a structural redundancy design may be adopted to adjust the structure or assembly of the current collector 1 to improve reliability.

[0062] Alternatively, if Figure 6 As shown, a redundant design is performed for the exhaust control of the control box 11. A plurality of electromagnetic valves 112 connected in series are arranged on the control air circuit of the control box 11, and the control air circuit is connected to the cylinder 12. The control box 11 inflates the cylinder 12 when each electromagnetic valve 112 is energized, and the cylinder 12 is exhausted when any electromagnetic valve 112 loses power.

[0063] Specifically, the control box 11 is provided with three solenoid valves 112 to control the charging and exhausting of the current receiver 1. The three solenoid valves 112 are connected in series to ensure the safety redundancy of the exhausting action. As long as one of the solenoid valves 112 loses power, the cylinder 12 can perform normal exhausting action, and the slide plate 18 of the current receiver 1 can be retracted. Of course, in other embodiments, the solenoid valves 112 can also be set to other numbers. In addition, in order to achieve a larger charging and exhausting flow rate, the solenoid valve 112 uses a pilot-operated two-position three-way solenoid valve. In addition, the solenoid valve 112 can also be set to a de-energized exhausting action according to the fault-guided safety principle. When the vehicle loses power unexpectedly, the slide plate 18 of the current receiver 1 retracts to ensure safety.

[0064] Among them, a minimum pressure valve 111 is also provided on the control air circuit of the control box 11, and each solenoid valve 112 is provided between the minimum pressure valve 111 and the cylinder 12. At this time, the minimum pressure valve 111 is provided upstream of the solenoid valve 112. Specifically, the solenoid valve 112 is a pilot valve. By reasonably setting the pressure value, it is ensured that the upstream air circuit pressure is greater than the pilot pressure of the solenoid valve 112, and the control air circuit will be conducted. If the minimum pressure valve 111 is not provided, the solenoid valve 112 will continue to exhaust air during the initial air charging stage of the vehicle, which may cause the vehicle wind pressure to be insufficient all the time, and the slide plate 18 of the current collector 1 cannot be extended to the right position.

[0065] Optionally, the cylinder elastic member 121 built into the cylinder 12 is designed to be redundant. Figure 7 As shown, a plurality of cylinder elastic members 121 are built into the cylinder body of the cylinder 12. For example, three cylinder elastic members 121 are provided, specifically three springs, which are coaxially nested. As long as each cylinder elastic member 121 is connected to the piston 122 and the cylinder body, as long as one cylinder elastic member 121 works normally, the carbon slide plate 18 of the current collector 1 can be retracted.

[0066] Optionally, the current collector 1 is designed to be redundant in each vehicle. Figure 2 and Figure 5 As shown, the maglev train current collector system includes a plurality of current collector modules for placement in different vehicles of the train; the current collector modules include two pairs of current collectors 1. Among them, a pair of current collectors 1 includes a current collector 1 for connecting to the outside through a positive pole and a current collector 1 for connecting to the outside through a negative pole, and each current collector 1 in a pair of current collectors 1 shares a control box 11.

[0067] like Figure 3As shown, two pairs of current collectors 1 (2 positive and 2 negative) are arranged in each vehicle. As long as one pair of current collectors 1 (1 positive and 1 negative) is extended normally, the normal power consumption of the vehicle can be met, that is, the power supply reliability is ensured by redundant settings. In addition, two control boxes 11 are arranged in each vehicle. Each control box 11 controls the extension and retraction of a pair of current collectors 1 (1 positive and 1 negative). When one control box 11 fails, it can also ensure that another pair of current collectors 1 can be extended normally.

[0068] In addition, for all vehicles, if Figure 2 As shown, the left and right sides of the dotted line are the power receivers 1 and the extension monitoring circuit 4 in the two vehicles respectively. The normally open contacts of the extension detection relays 41 of all the extension monitoring circuits 4 can be connected in parallel, and then connected to the normally closed contacts of the same command relay 22 and the normally open contacts of the main control relay 21, and the whole vehicle is controlled through a unified main monitoring circuit 2.

[0069] The maglev train current collector system provided by the utility model adopts a redundant design and an additional monitoring circuit. The safety monitoring of the extension state of the current collector 1 can be realized through the logic circuit design. When it is abnormally extended, the train stops urgently. The reliability of the bow lowering of the current collector 1 is ensured by the redundant design of the exhaust control of the control box 11, the exhaust of the electromagnetic valve 112 when power is lost, and the redundant design of the cylinder elastic part 121 built in the cylinder 12. The redundant configuration of the current collector 1 in each vehicle can ensure the reliability of the external power supply of the vehicle. The minimum pressure valve 111 is set by the control box 11 to avoid the continuous exhaust of the pilot electromagnetic valve 112 during the initial air filling stage of the vehicle, thereby improving the current collection reliability of the high-speed maglev vehicle and the retraction reliability of the current collector 1, thereby achieving the effect of safe operation of the vehicle.

[0070] It should be noted that when an element is referred to as "fixed" to another element, it may be directly on the other element or there may be an element in the middle. When an element is considered to be "connected" to another element, it may be directly connected to the other element or there may be an element in the middle at the same time. In addition, in the description of the present utility model, unless otherwise specified, "multiple", "multiple roots", and "multiple groups" mean two or more.

[0071] The terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features.

[0072] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0073] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0074] The above is a detailed introduction to the maglev train current collector system provided by the utility model. This article uses specific examples to illustrate the principle and implementation method of the utility model. The description of the above embodiments is only used to help understand the method and core idea of ​​the utility model. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the utility model, the utility model can also be improved and modified, and these improvements and modifications also fall within the scope of protection of the claims of the utility model.

Claims

1. A current collector system for a maglev train, characterized in that: It comprises a current receiver (1), a stretching monitoring circuit (4) and a main monitoring circuit (2); In the extension monitoring circuit (4), the normally open contact of the first extension detection travel switch and the coil of the extension detection relay (41) are connected in series; The first extension detection travel switch is used to control the normally open contact thereof to close after the moving part of the current collector (1) extends to the first position, so as to control the coil of the extension detection relay (41) to be energized, wherein when the moving part of the current collector (1) extends, the slide plate (18) of the current collector (1) extends toward the power supply rail; The main monitoring circuit (2) includes a normally open contact of the extension detection relay (41), and the main monitoring circuit (2) is communicatively connected to the train braking system so that a signal is provided to the train braking system when the main monitoring circuit (2) is connected.

2. The maglev train current collector system according to claim 1, characterized in that: In the extension monitoring circuit (4), the two normally open contacts of the first extension detection travel switch and the coil of the extension detection relay (41) are connected in series.

3. The maglev train current collector system according to claim 1, characterized in that: It also includes a command relay (22); the coil of the command relay (22) is connected to a trigger module in the driver's cab and / or in the train operation control system, so that it is energized when triggered by the trigger module, thereby disconnecting the normally closed contact of the command relay (22); in the main monitoring circuit (2), the normally open contact of the extension detection relay (41) is connected in series with the normally closed contact of the command relay (22).

4. The maglev train current collector system according to claim 3, characterized in that: It also includes a main control relay (21), and each driver's cab control circuit of different driver's cabs is respectively connected to the coil of the main control relay (21); in the main monitoring circuit (2), the normally open contact of the main control relay (21), the normally closed contact of the command relay (22) and the normally open contact of the extension detection relay (41) are connected in series; when the driver's cab control circuit at the driver's cab occupied end controls the coil of the main control relay (21) to be energized, the normally open contact of the main control relay (21) is closed, and the signal of the main monitoring circuit (2) is sent to the driver's cab control circuit at the driver's cab occupied end.

5. The maglev train current collector system according to any one of claims 1 to 4, characterized in that: It also includes a second extension detection travel switch and / or a retraction detection travel switch; The contact of the second extension detection travel switch and the contact of the retraction detection travel switch are respectively connected to a vehicle diagnosis network (3); The second extension detection travel switch is used to control the movement of its contacts after the moving part of the current collector (1) extends to the first position, so that the vehicle diagnostic network (3) generates an extension diagnostic signal; The recovery detection travel switch is used to control the action of its contacts after the movable part of the current collector (1) is retracted to a second position, so that the vehicle diagnostic network (3) generates a recovery diagnostic signal, wherein the movable part can reach the second position by recovery from the first position.

6. The maglev train current collector system according to any one of claims 1 to 4, characterized in that: The current receiver (1) comprises a control box (11), a cylinder (12), a stopper (14) and a slide plate assembly; the control box (11) is connected to the cylinder (12) so that the cylinder (12) is inflated or exhausted through the control box (11), and then the cylinder (12) drives the stopper (14) connected thereto to perform telescopic movement; when the cylinder (12) drives the stopper (14) to move in one direction, the stopper (14) can push the slide plate assembly to retract; when the cylinder (12) drives the stopper (14) to move in the opposite direction, the stopper (14) can be separated from the slide plate assembly, and the slide plate assembly can be extended under the action of its own elastic member; wherein the moving part is the piston (122) of the cylinder (12) or the slide plate assembly.

7. The maglev train current collector system according to claim 6, characterized in that: A plurality of electromagnetic valves (112) connected in series are arranged on a control air circuit of the control box (11), and the control air circuit is connected to the cylinder (12). The control box (11) inflates the cylinder (12) when each of the electromagnetic valves (112) is energized, and the cylinder (12) exhausts air when any of the electromagnetic valves (112) loses power.

8. The maglev train current collector system according to claim 7, characterized in that: A minimum pressure valve (111) is also provided on the control air circuit of the control box (11), and each of the solenoid valves (112) is provided between the minimum pressure valve (111) and the cylinder (12), and the solenoid valve (112) is a pilot valve.

9. The maglev train current collector system according to claim 6, characterized in that: The cylinder (12) comprises a cylinder body and a plurality of cylinder elastic parts (121) built into the cylinder body; the piston (122) is connected to the stopper (14) and is slidably connected to the cylinder body; each cylinder elastic part (121) is respectively connected to the piston (122) and the cylinder body; when the cylinder (12) is exhausted, the cylinder elastic part (121) drives the piston (122) to retract.

10. The maglev train current collector system according to claim 6, characterized in that: It comprises a plurality of current receiver modules for being placed in different vehicles of a train; the current receiver modules comprise two pairs of current receivers (1); wherein a pair of current receivers (1) comprises a current receiver (1) for connecting to the outside via a positive pole and a current receiver (1) for connecting to the outside via a negative pole, and each current receiver (1) in a pair of current receivers (1) shares a control box (11).

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