Safety-guided high-temperature superconducting maglev train braking system

Abstract

The utility model provides a safety-guided high-temperature superconducting maglev train braking system, which relates to the technical field of maglev trains and comprises a brake plate, a base, a brake actuating mechanism and an electric control module. The brake plate is fixedly arranged on the track plate; the base is fixedly connected with a bogie of the high-temperature superconducting maglev train through bolts; the brake executing mechanism is fixedly arranged on the base, and the driving direction of the brake executing mechanism is perpendicular to the brake plate. The electric control module is electrically connected with the high-temperature superconducting maglev train and the brake executing mechanism. The brake plates installed on the two sides of the civil engineering system track plate serve as an induction conductor of high-speed domain eddy current brake and a contact carrier of low-speed domain mechanical brake at the same time, the function integration of eddy current brake and mechanical brake is achieved, redundancy of track accessory devices is reduced, and the improvement cost is reduced.

Description

Technical Field

[0001] This utility model relates to the field of magnetic levitation train technology, and more specifically, to a safety-oriented high-temperature superconducting magnetic levitation train braking system. Background Technology

[0002] In recent years, high-temperature superconducting maglev trains have become a research hotspot in the rail transit field due to their advantages such as contactless levitation, low operating energy consumption, and high speed potential. However, as a key subsystem of high-speed transportation systems, the reliability and safety of the braking system directly determine the prospects for the train's engineering application. Especially in emergency braking scenarios, how to achieve precise stopping, stable parking, and fault-tolerant safety in low-speed ranges has become a key focus of technological breakthroughs. Existing braking schemes rely on the reverse thrust of the traction linear motor to implement conventional braking, supplemented by air braking and eddy current braking to cope with emergency conditions, but they have significant limitations: although existing hydraulic braking systems achieve mechanical braking and integrate parking functions by applying pressure through hydraulic cylinders, they lack fault-tolerant safety mechanisms. Braking relies on continuous pressure supply from the hydraulic circuit, and once the system loses pressure or power, it loses braking force. Furthermore, there is no redundant control link, making it difficult to adapt to the stringent safety requirements of maglev trains.

[0003] Based on the shortcomings of the existing technologies, there is an urgent need for a safety-oriented high-temperature superconducting maglev train braking system. Utility Model Content

[0004] The purpose of this invention is to provide a safety-guided high-temperature superconducting maglev train braking system to improve the aforementioned problems. To achieve this objective, the technical solution adopted by this invention is as follows:

[0005] This application provides a safety-oriented high-temperature superconducting maglev train braking system, including: a brake plate, a base, a braking actuator, and an electronic control module; the brake plate is fixedly mounted on the track plate; the base is fixedly connected to the bogie of the high-temperature superconducting maglev train by bolts; the braking actuator is fixedly mounted on the base, and the driving direction of the braking actuator is perpendicular to the brake plate; the electronic control module is electrically connected to the high-temperature superconducting maglev train and the braking actuator respectively.

[0006] Furthermore, the braking actuator includes a hydraulic drive module, a braking module, and a reset mechanism. The bottom of the housing of the hydraulic drive module is fixedly connected to the base. The braking module includes a mounting plate and a brake pad. One end of the mounting plate is fixedly connected to the piston rod of the hydraulic drive module, and the other end is fixedly connected to the brake pad. The two ends of the reset mechanism are fixedly connected to the base and the braking module, respectively.

[0007] Furthermore, the brake pads are made of carbon ceramic material.

[0008] Furthermore, the reset mechanism includes a guide post and a compression spring. The guide post includes a guide end and a fixed end. The base has a through hole that mates with the guide end. The guide end is disposed in the through hole. One end of the fixed end is fixedly connected to the mounting plate. The compression spring is sleeved on the guide post. The guide post moves linearly along the axial direction of the through hole.

[0009] Furthermore, at least one oil storage groove is provided in the through hole, and the oil storage groove is filled with lubricating grease.

[0010] Furthermore, the compression spring is made of 60Si 2Mn material, with a stiffness range of 230-240 N / mm, an effective number of coils of 6.5, and a total number of coils of 8.5.

[0011] Furthermore, the hydraulic drive module includes an oil tank, a circular oil level indicator, an air filter, an oil suction filter, a servo motor, a gear pump, a check valve, a relief valve, a pressure gauge switch, a digital pressure gauge, an accumulator, a solenoid directional valve, and hydraulic cylinders. The oil tank is sequentially connected to the oil suction filter and the gear pump. The gear pump outlet oil circuit is divided into two paths, referred to as the main path and the branch path. The main path is sequentially connected to the accumulator, the solenoid directional valve, and four parallel hydraulic cylinders via the check valve. The solenoid directional valve is reconnected to the oil tank through the valve body center channel. The branch path is reconnected to the oil tank via the relief valve. The digital pressure gauge is connected to the main path to monitor the pressure via the pressure gauge switch. The check valve is provided between the gear pump and the solenoid directional valve.

[0012] Furthermore, the electronic control module includes a main power supply unit, an inverter unit, a servo drive unit, a DC power supply unit, a monitoring unit, a power-on / power-off unit, and a control unit. The main power supply unit is connected to the inverter unit, which is connected to the power-on / power-off unit, the servo drive unit, the DC power supply unit, and the monitoring unit. The DC power supply unit is connected to the control unit, which is connected to the servo drive unit and the hydraulic drive module.

[0013] Further, the control unit includes a local mode switch SA3-3, a remote mode switch SA3-4, a local control switch SA2, a remote braking / releasing signal contact KA0, a relay KA2, a relay KA3, a lower limit / start contact BP1 / AL1, an upper limit / start contact BP1 / AL2, a solenoid valve YV1, a solenoid valve indicator HL3, and an oil pump motor indicator HL2; wherein, the DC24V positive terminal is connected in series with the local control switch SA2 to form a local control link; the DC24V positive terminal is connected in series with the remote braking / releasing signal contact KA0 via the remote mode switch SA3-4. Points KA0 are connected in series to form a remote control link; the local control link and the remote control link are connected in parallel and then connected to the coil of relay KA3 and return to the negative terminal of DC24V; relay KA3 is connected to the input terminal of solenoid valve YY1, and the output terminal of solenoid valve YV1 is connected to the negative terminal of DC24V. At the same time, relay KA3 is connected in series with solenoid valve indicator light HL3, both of which are connected to the negative terminal of DC24V; the lower limit / start contact BP1 / AL1 and the upper limit / start contact BP1 / AL2 are connected in series and then connected in parallel with relay KA2 and return to the negative terminal of DC24V; the contacts of relay KA2 are connected in parallel with oil pump motor indicator light HL2 to form a status feedback loop.

[0014] Furthermore, the power-on / power-off unit includes a local control switch SA3-1, a local rotary switch SA1, a remote control switch SA3-2, a remote power switch contact KA4, and a relay KA1. The local control switch SA3-1 and the local rotary switch SA1 are connected in series to form a local power-on link, and the remote control switch SA3-2 and the remote power switch contact KA4 form a remote power-on link. The local power-on link and the remote power-on link are connected in parallel and then connected in series with the relay KA1.

[0015] The beneficial effects of this utility model are as follows:

[0016] This invention integrates the functions of eddy current braking and mechanical braking by using brake plates installed on both sides of the track slab in the civil engineering system as both inductive conductors for high-speed eddy current braking and contact carriers for low-speed mechanical braking. This reduces redundancy in track accessories and lowers modification costs. For low-speed braking requirements, the mechanical braking system is in a braking state by default when the onboard electromechanical system fails. The hydraulic pressure is kept stable by a pressure-maintaining circuit consisting of an electromagnetic reversing valve and an accumulator in the hydraulic drive module. The compression spring of the reset mechanism maintains a pre-compression state. When the system loses pressure or power, the spring force drives the brake pads to remain in contact with the brake plate, achieving multi-level braking safety assurance for low-speed train operation, precise stopping, and emergency conditions, effectively improving braking reliability and system economy.

[0017] Other features and advantages of this invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of this invention can be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the safety-guided high-temperature superconducting maglev train braking system described in the embodiments of this application;

[0020] Figure 2 This is a cross-sectional view of the safety-guided high-temperature superconducting maglev train braking system described in the embodiments of this application;

[0021] Figure 3 for Figure 2 Side view;

[0022] Figure 4 This is a schematic diagram of the hydraulic drive module described in the embodiments of this application;

[0023] Figure 5 This is a circuit diagram of the electronic control module described in the embodiments of this application;

[0024] Figure 6 This is a circuit diagram of the control unit described in the embodiments of this application;

[0025] Figure 7 This is a circuit diagram of the power-on / power-off unit described in the embodiments of this application.

[0026] The diagram shows the following components: 1. Brake plate; 2. Base; 3. Brake actuator; 31. Hydraulic drive module; 31A. Oil tank; 31B. Circular oil level indicator; 31C. Air filter; 31D. Suction filter; 31E. Servo motor; 31F. Gear pump; 31G. Check valve; 31H. Relief valve; 31I. Pressure gauge switch; 31J. Digital pressure gauge; 31K. Accumulator; 31L. Solenoid directional valve; 31M. Hydraulic cylinder; 32. Brake module; 321. Mounting plate; 322. Brake pad; 33. Reset mechanism; 331. Guide column; 332. Compression spring; 4. Electrical control module; 41. Main power supply unit; 42. Inverter unit; 43. Servo drive unit; 44. DC power supply unit; 45. Monitoring unit; 46. Power-on / power-off unit; 47. Control unit. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. The components of the embodiments of this utility model described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely to illustrate selected embodiments of the utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0028] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this utility model, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0029] like Figure 1 and Figure 2As shown, this application provides a safety-oriented high-temperature superconducting maglev train braking system, installed on both sides of the bogie of the high-temperature superconducting maglev train. Four sets are installed on one bogie, including a brake plate 1, a base 2, a braking actuator 3, and an electronic control module 4. The brake plate 1 is fixed to the track plate and is made of stainless steel. It has the dual functions of an eddy current braking induction conductor and a mechanical braking contact surface. In the high-speed domain, it generates braking force through the eddy current effect, and in the low-speed domain, it serves as the direct action surface of the mechanical brake pad, avoiding the need for additional braking devices and reducing track modification costs. The base 2 is rigidly connected to the train bogie by bolts. Its structural design ensures that the mounting reference surface of the braking actuator 3 is perpendicular to the track plate plane, providing a stable mechanical transmission path for braking action. The braking actuator 3 is fixedly mounted on the base 2, and the driving direction of the braking actuator 3 is perpendicular to the brake plate 1. The electronic control module 4 is electrically connected to the high-temperature superconducting maglev train and the braking actuator 3 respectively.

[0030] Preferably, such as Figure 2 As shown, the braking actuator 3 includes a hydraulic drive module 31, a braking module 32, and a reset mechanism 33. The bottom of the housing of the hydraulic drive module 31 is fixedly connected to the base 2 to form a stable mounting reference surface. The braking module 32 includes a mounting plate 321 and a brake pad 322. One end of the mounting plate 321 is fixedly connected to the piston rod of the hydraulic drive module 31, and the other end is fixedly connected to the brake pad 322. The two ends of the reset mechanism 33 are fixedly connected to the base 2 and the braking module 32 respectively to ensure that the driving force is transmitted along a straight path.

[0031] Preferably, brake pad 322 is made of carbon ceramic material. Carbon ceramic (C / SiC) brake material has advantages such as low density, high temperature resistance, high and stable friction performance. The core of the carbon ceramic brake system lies in its material, which is a reinforced composite ceramic synthesized from carbon fiber and silicon carbide at a high temperature of 1700℃. It not only has excellent high temperature resistance, but also weighs more than half as much as traditional materials for the same size.

[0032] Preferably, such as Figure 3As shown, the reset mechanism 33 includes a guide post 331 and a compression spring 332. The guide post 331 is divided into a guide end and a fixed end. The guide end is inserted into a pre-set through hole on the base 2, and the inner wall of the through hole and the surface of the guide end form a clearance fit, limiting the guide post 331 to linear movement only along the axial direction of the through hole. The fixed end is rigidly connected to the mounting plate 321 by bolts, so that the axis of the guide post 331 is strictly consistent with the movement direction of the mounting plate 321. The compression spring 332 is sleeved on the outer surface of the guide post 331, and its two ends abut against the corresponding slots of the base 2 and the mounting plate 321, forming a pre-compression state. This design ensures the linearity and stability of the reset action through the axial constraint of the guide post 331 and the through hole and the linear energy storage and release of the compression spring 332, avoiding mechanism jamming caused by movement deviation. During train operation, the braking system is in a safe guiding working state, and the cylindrical helical compression spring 3324 is in a tightened state. At this time, the distance between the brake plate 1 and the stainless steel brake plates 1 on both sides of the track plate is 15mm.

[0033] Preferably, at least one oil reservoir is provided inside the through hole, and the oil reservoir is filled with lubricating grease. Specifically, the guide rod is made of 42CrMo material, which is heat-treated to achieve a certain hardness. The finished product is machined to ensure good surface finish. The guide rod and the base 2 move in mechanical cooperation, and are fitted together during assembly. To reduce friction from relative movement, an oil reservoir is provided on the base 2 to store grease for lubrication.

[0034] Preferably, the compression spring 332 is made of 60Si 2Mn material, with a stiffness range of 230~240N / mm, an effective number of coils of 6.5, and a total number of coils of 8.5.

[0035] Preferably, such as Figure 4As shown, the hydraulic drive module 31 includes an oil tank 31A, a circular oil level indicator 31B, an air filter 31C, a suction filter 31D, a servo motor 31E, a gear pump 31F, a check valve 31G, a relief valve 31H, a pressure gauge switch 31I, a digital pressure gauge 31J, an accumulator 31K, a solenoid directional valve 31L, and a hydraulic cylinder 31M. The oil tank 31A is connected in sequence to the suction filter 31D and the gear pump 31F. The outlet oil of the gear pump 31F... The circuit is divided into two circuits, referred to as the main circuit and the branch circuit. The main circuit is connected to the accumulator 31K, the solenoid directional valve 31L, and four hydraulic cylinders 31M in parallel via the check valve 31G. The solenoid directional valve 31L is connected back to the oil tank 31A through the valve body center channel. The branch circuit is connected back to the oil tank 31A via the relief valve 31H. The digital pressure gauge 31J is connected to the main circuit to monitor the pressure through the pressure gauge switch 31I. A check valve 31G is installed between the gear pump 31F and the solenoid directional valve 31L. Specifically, the oil tank 31A is connected in series with the suction filter 31D and the gear pump 31F driven by the servo motor 31E. The outlet oil circuit of the gear pump 31F is divided into a main circuit and a branch circuit. The main circuit is connected to the accumulator 31K, the solenoid directional valve 31L, and four parallel hydraulic cylinders 31M via the check valve 31G. The solenoid directional valve 31L returns to the oil tank 31A through the valve body's center position channel. The branch circuit returns to the oil tank 31A via the relief valve 31H to achieve overpressure protection. The relief valve 31H is set with a pressure limit of 21MPa, and the system's rated working pressure is 16MPa. The digital pressure gauge 31J is connected to the main circuit through the pressure gauge switch 31I to monitor the pressure in real time. The servo motor 31E has a power of 1. The pump station has a flow rate of ≤1.5L / min and a capacity of 1L for the accumulator 31K. By storing high-pressure oil, the frequency of start-stop of the gear pump 31F is reduced. In the scheme for operation on the formal line, the solenoid valve directional valve adopts a dual solenoid valve redundancy design to ensure that even if one solenoid valve fails, it will not affect the normal operation of the brake. The dual redundant solenoid directional valve 31L adopts a parallel design. When a single valve fails, it automatically switches to the backup channel to ensure the continuity of cylinder action. When the solenoid directional valve 31L is energized, the oil drives the piston rod to retract to achieve brake release. When de-energized, the spring reset mechanism 33 pushes the piston rod to extend to complete emergency braking, forming a fault-oriented safety mechanism of "electrical control failure - mechanical trigger".

[0036] Preferably, the hydraulic cylinder 31M adopts a non-standard design, and its size and stroke are calculated based on the spacing of the stainless steel brake plates installed on both sides of the track slab of the high-temperature superconducting maglev train and the installation points on the bogie.

[0037] Preferably, such as Figure 5As shown, the electronic control module 4 includes a main power supply unit 41, an inverter unit 42, a servo drive unit 43, a DC power supply unit 44, a monitoring unit 45, a power-on / power-off unit 46, and a control unit 47. The main power supply unit 41 is connected to the inverter unit 42. The inverter unit 42 is connected to the power-on / power-off unit 46, the servo drive unit 43, the DC power supply unit 44, and the monitoring unit 45. The DC power supply unit 44 is connected to the control unit 47. The control unit 47 is connected to the servo drive unit 43 and the hydraulic drive module 31.

[0038] Furthermore, such as Figure 6As shown, the control unit 47 includes a local mode switch SA3-3, a remote mode switch SA3-4, a local control switch SA2, a remote braking / releasing signal contact KA0, a relay KA2, a relay KA3, a lower limit / start contact BP1 / AL1, an upper limit / start contact BP1 / AL2, a solenoid valve YV1, a solenoid valve indicator HL3, and an oil pump motor indicator HL2. The DC24V positive terminal is connected in series with the local control switch SA2 to form a local control link; the DC24V positive terminal is connected in series with the remote braking / releasing signal contact KA0 via the remote mode switch SA3-4. Point KA0 is connected in series to form a remote control link; the local control link and the remote control link are connected in parallel and then connected to the coil of relay KA3 and return to the negative terminal of DC24V; relay KA3 is connected to the input terminal of solenoid valve YY1, and the output terminal of solenoid valve YV1 is connected to the negative terminal of DC24V. At the same time, relay KA3 is connected in series with solenoid valve indicator light HL3, both of which are connected to the negative terminal of DC24V; the lower limit / start contact BP1 / AL1 and the upper limit / start contact BP1 / AL2 are connected in series and then connected in parallel with relay KA2 and return to the negative terminal of DC24V; the contacts of relay KA2 are connected in parallel with oil pump motor indicator light HL2 to form a status feedback loop. The main power supply unit 41 inverts the DC110V input to the inverter unit 42 on the vehicle into AC220V to power the servo drive unit 43, DC power supply unit 44, and monitoring unit 45. The servo drive unit 43 inverts single-phase AC220V into three-phase AC220V to drive the servo motor 31E, whose start and stop are controlled by the closing / opening of relay KA2. The braking / releasing action is controlled by relay KA3 to open and close the solenoid directional valve 31L. When KA3 is closed, the solenoid directional valve 31L is energized, and the cylinder piston rod retracts. When KA3 is open, the solenoid directional valve 31L is de-energized, and the spring reset mechanism 33 pushes the piston rod to extend and trigger braking. The local / remote control mode is switched by the mode switching switch SA3-3 / SA3-4 through an interlock. In local mode, when SA3-3 is on, the local knob SA2 controls KA3 to close or open; in remote mode, when SA3-4 is on, the remote signal contact KA0 controls KA3 to operate; the power-on / power-off unit 46 controls relay KA1 through the local knob SA1 or the remote contact KA4. When KA1 is energized, it closes the main power circuit; when it loses power, it cuts off the power supply and triggers the spring brake; the monitoring unit 45 feeds back the hydraulic pressure to the control center in real time through the digital pressure gauge 31J. Combined with the pressure holding of the accumulator 31K and the design of the dual redundant electromagnetic reversing valve 31L, it ensures that the system automatically enters the braking state when power is lost, realizing a fault-oriented safety mechanism and meeting the high reliability requirements of low-speed braking of high-temperature superconducting maglev trains.

[0039] Preferably, such as Figure 7As shown, the power-on / power-off unit 46 includes a local control switch SA3-1, a local rotary switch SA1, a remote control switch SA3-2, a remote power switch contact KA4, and a relay KA1. The local control switch SA3-1 and the local rotary switch SA1 are connected in series to form a local power-on link, and the remote control switch SA3-2 and the remote power switch contact KA4 form a remote power-on link. The local power-on link and the remote power-on link are connected in parallel and then connected in series with the relay KA1. When the mode switching switch SA3-1 is on, the closing of the local rotary switch SA1 energizes the coil of relay KA1, causing the contacts to close and connect the main power supply to power on the system. When SA1 is off, KA1 is de-energized and cuts off the power supply. When the mode switching switch SA3-2 is on, the closing of the remote power switch contact KA4 triggers the coil of KA1 to energize, connecting the main power supply. When KA4 is off, KA1 resets and de-energizes. SA3-1 and SA3-2 are mutually exclusive contacts, ensuring that only one of the local / remote modes can be activated. When the KA1 relay is de-energized, the main power supply is simultaneously cut off and the spring reset mechanism 33 is linked to trigger emergency braking, ensuring the reliability of the power supply system of the high-temperature superconducting maglev train and the timeliness of the emergency braking response.

[0040] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A safety-oriented high-temperature superconducting maglev train braking system, characterized in that, include: Brake plate (1), the brake plate (1) is fixedly mounted on the track plate; The base (2) is fixedly connected to the bogie of the high-temperature superconducting maglev train by bolts; Braking actuator (3), the braking actuator (3) is fixedly mounted on the base (2), and the driving direction of the braking actuator (3) is perpendicular to the brake plate (1); as well as The electronic control module (4) is electrically connected to the high-temperature superconducting maglev train and the braking actuator (3).

2. The safety-guided high-temperature superconducting maglev train braking system according to claim 1, characterized in that: The braking actuator (3) includes a hydraulic drive module (31), a braking module (32), and a reset mechanism (33). The bottom of the housing of the hydraulic drive module (31) is fixedly connected to the base (2). The braking module (32) includes a mounting plate (321) and a brake pad (322). One end of the mounting plate (321) is fixedly connected to the piston rod of the hydraulic drive module (31), and the other end is fixedly connected to the brake pad (322). The two ends of the reset mechanism (33) are fixedly connected to the base (2) and the braking module (32), respectively.

3. The safety-oriented high-temperature superconducting maglev train braking system according to claim 2, characterized in that: The brake pad (322) is made of carbon ceramic material.

4. The safety-guided high-temperature superconducting maglev train braking system according to claim 2, characterized in that: The reset mechanism (33) includes a guide post (331) and a compression spring (332). The guide post (331) includes a guide end and a fixed end. The base (2) has a through hole that cooperates with the guide end. The guide end is disposed in the through hole. One end of the fixed end is fixedly connected to the mounting plate (321). The compression spring (332) is sleeved on the guide post (331). The guide post (331) moves linearly along the axial direction of the through hole.

5. The safety-guided high-temperature superconducting maglev train braking system according to claim 4, characterized in that: At least one oil storage groove is provided in the through hole, and the oil storage groove is filled with lubricating grease.

6. The safety-guided high-temperature superconducting maglev train braking system according to claim 4, characterized in that: The compression spring (332) is made of 60Si 2Mn material, with a stiffness range of 230~240N / mm, an effective number of coils of 6.5, and a total number of coils of 8.

5.

7. The safety-guided high-temperature superconducting maglev train braking system according to claim 2, characterized in that: The hydraulic drive module (31) includes an oil tank (31A), a circular oil level indicator (31B), an air filter (31C), a suction filter (31D), a servo motor (31E), a gear pump (31F), a check valve (31G), a relief valve (31H), a pressure gauge switch (31I), a digital pressure gauge (31J), an accumulator (31K), a solenoid directional valve (31L), and a hydraulic cylinder (31M). The oil tank (31A) is connected in sequence to the suction filter (31D) and the gear pump (31F). The outlet oil path of the gear pump (31F) is divided into two paths, which are recorded separately. The system consists of a main line and branch lines. The main line is connected in sequence to the accumulator (31K), the solenoid directional valve (31L), and four hydraulic cylinders (31M) connected in parallel via the check valve (31G). The solenoid directional valve (31L) is connected back to the oil tank (31A) through the valve body center channel. The branch lines are connected back to the oil tank (31A) via the relief valve (31H). The digital pressure gauge (31J) is connected to the main line to monitor the pressure through the pressure gauge switch (31I). The check valve (31G) is provided between the gear pump (31F) and the solenoid directional valve (31L).

8. The safety-guided high-temperature superconducting maglev train braking system according to claim 7, characterized in that: The electronic control module (4) includes a main power supply unit (41), an inverter unit (42), a servo drive unit (43), a DC power supply unit (44), a monitoring unit (45), a power-on / power-off unit (46), and a control unit (47). The main power supply unit (41) is connected to the inverter unit (42). The inverter unit (42) is connected to the power-on / power-off unit (46), the servo drive unit (43), the DC power supply unit (44), and the monitoring unit (45). The DC power supply unit (44) is connected to the control unit (47). The control unit (47) is connected to the servo drive unit (43) and the hydraulic drive module (31).

9. The safety-guided high-temperature superconducting maglev train braking system according to claim 8, characterized in that: The control unit includes a local mode switch SA3-3, a remote mode switch SA3-4, a local control switch SA2, a remote braking / releasing signal contact KA0, a relay KA2, a relay KA3, lower limit / start contacts BP1 / AL1, upper limit / start contacts BP1 / AL2, a solenoid valve YV1, a solenoid valve indicator HL3, and an oil pump motor indicator HL2. The DC24V positive terminal is connected in series with the local control switch SA2 to form a local control link. The DC24V positive terminal is connected to the remote braking / releasing signal contact KA0 via the remote mode switch SA3-4. The local control link and the remote control link are connected in parallel to form a remote control link. The local control link and the remote control link are connected in parallel to the coil of relay KA3 and return to the negative terminal of DC24V. Relay KA3 is connected to the input terminal of solenoid valve YY1, and the output terminal of solenoid valve YV1 is connected to the negative terminal of DC24V. At the same time, relay KA3 is connected in series with solenoid valve indicator light HL3, and both are connected to the negative terminal of DC24V. The lower limit / start contact BP1 / AL1 and the upper limit / start contact BP1 / AL2 are connected in series and then connected in parallel with relay KA2 and return to the negative terminal of DC24V. The contacts of relay KA2 are connected in parallel with oil pump motor indicator light HL2 to form a status feedback loop.

10. The safety-oriented high-temperature superconducting maglev train braking system according to claim 9, characterized in that: The power-on / power-off unit includes a local control switch SA3-1, a local rotary switch SA1, a remote control switch SA3-2, a remote power switch contact KA4, and a relay KA1. The local control switch SA3-1 and the local rotary switch SA1 are connected in series to form a local power-on link. The remote control switch SA3-2 and the remote power switch contact KA4 form a remote power-on link. The local power-on link and the remote power-on link are connected in parallel and then connected in series with the relay KA1.

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