CN113895474A - Novel high-speed train wind resistance braking device - Google Patents
Novel high-speed train wind resistance braking device Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
- B61H11/10—Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/12—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action
- B60T1/16—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action by increasing air resistance, e.g. flaps
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
本发明公开了一种新型高速列车风阻制动装置，主要包括基座、制动风翼板、驱动装置及控制单元、侧板、车顶流线型外观补偿组件、风翼板限位组件及复位缓冲组件等。制动风翼板为前后两排分别于沿基座前后边缘处安装固定架上转动安装，前后对称布置，制动工作时可选用单排制动或双排制动的方式。该新型高速列车风阻制动装置可实现制动工作时制动力多级调控、气动阻力系数大、制动效率高、制动风翼板利用率高、收纳空间小、气动噪声小及制动风翼板平缓稳定开启，有效满足新一代高速列车风阻制动装置小型化、轻量化、运行安全性及稳定性的要求。
The invention discloses a novel wind resistance braking device for high-speed trains, which mainly includes a base, a braking wind vane, a driving device and a control unit, a side plate, a roof streamlined appearance compensation component, a wind vane limiting component and a reset buffer components, etc. The front and rear two rows of the brake flaps are respectively installed on the mounting brackets along the front and rear edges of the base. The front and rear are symmetrically arranged. Single-row braking or double-row braking can be used for braking work. The new high-speed train wind resistance braking device can realize multi-level regulation of braking force during braking operation, large aerodynamic drag coefficient, high braking efficiency, high utilization rate of braking wind flaps, small storage space, low aerodynamic noise and high braking wind speed. The flaps open smoothly and stably, effectively meeting the requirements of miniaturization, light weight, operational safety and stability of the wind resistance braking device of the new generation of high-speed trains.
Description
Technical Field
The invention relates to the field of rail transit vehicle braking, in particular to a novel high-speed train wind resistance braking device.
Background
In the field of rail transit vehicle braking, rail eddy current braking, magnetic rail braking and wind resistance braking are 3 kinds of main non-adhesion braking technologies at the present stage, and wind resistance braking is a brand new braking mode of high-speed train non-adhesion braking, and a braking wind wing plate device is arranged on the surface of a train body to increase air resistance to generate braking force. With the rapid development of high-speed train technology, on the basis of realizing 350km/h commercial operation in China, technical attack on higher-speed high-speed trains is developed. Relevant researches find that when a train runs at a speed grade of more than 300km/h, the air resistance of the train accounts for more than 80% of the total resistance, and meanwhile, the adhesive braking force is gradually reduced along with the increase of the running speed, so that the high-performance braking requirement cannot be met.
The research and application of the high-speed train wind resistance brake system are mainly focused on Japan, and in recent years, the effectiveness research on the train air brake in Japan is not only largely analyzed by a wind tunnel test and a computer numerical simulation method, but also a plurality of real vehicle tests are developed. The aerodynamic calculation and mechanism optimization research of the MLU002N type magnetic-levitation train of the wind resistance braking device under the working condition of 500km per hour are firstly developed on the Kawasaki test line and the sorb test line in Japan, and the braking performance of the wind resistance braking device is preliminarily evaluated. In 6 months 2005, JR eastern japan corporation jointly developed a "cat ear" type aerodynamic braking device, and successfully installed and applied to E954 type Fastech360S and Fastech360Z type high speed trains, and completed the performance test of the wind resistance braking plate under the condition of 400km per hour, and the test results show that the wind resistance braking device has good reliability and high application value in emergency braking. In the aspect of installation and arrangement of wind wing plates of wind resistance brake, a small distributed wind resistance brake device is developed and improved by related organizations in Japan, and research and consideration are focused on the aspects of reducing the volume of the wind resistance brake device and increasing the resistance coefficient of a brake plate.
The research is developed in the application field of aerodynamic braking of high-speed trains by the university of Tongji and the university of China and south China earlier in China, the characteristics of flow fields around braking wind wings at different longitudinal positions on the top of the train are analyzed, meanwhile, the braking force effect generated by aerodynamic braking is analyzed through numerical calculation, the braking wind wing plate main body refers to a structure of a cat ear in Japan initially in the research and calculation, a scheme of single-section and single-row arrangement is adopted when the wind wing plates are arranged, the dynamic performance and the operation safety of the wind wing plate at the speed of 400-hour high-speed trains crossing are researched through a computational fluid mechanics method, and the result shows that compared with the wind wing plates which are not opened, the operation safety indexes are all in a qualified range. The related research takes a rectangular wind wing plate as a research object, the influence rule of the first air exhaust wing plate on the aerodynamic braking capacity is mainly analyzed, and the result shows that the influence of the height change of the first air exhaust wing plate on the flow field structure and the braking force change of the rear air exhaust wing plate is small.
In the aspect of the structural design and manufacture of the braking wind wing plate, at present, various wind resistance braking devices are researched and developed at home and abroad, and mainly include a cat ear type wind resistance braking device, a distributed wind resistance braking device, a butterfly type wind resistance braking device, a hydraulic wind resistance braking device and the like which are researched and developed in early Japan.
The first application publication number is CN108099944A, the invention name is Chinese invention patent application of a high-speed train wind resistance braking device, and the invention discloses a high-speed train wind resistance braking device which comprises a box body, wherein the box body is fixedly embedded in the top of a train, an opening mechanism, a locking device, a driving mechanism, a transmission mechanism, a locking mechanism and an angle sensor are arranged in the box body, the driving mechanism is connected with the transmission mechanism, the upper ends of the opening mechanism and the locking device are in contact with the middle of the inner surface of a braking wind wing plate, a rocker arm is arranged, the rocker arm rotates based on a stop bearing seat, the locking mechanism is used for controlling the rotating angle of the rocker arm, the braking wind wing plate is arranged on the rocker arm, and the angle sensor is used for measuring the rotating angle of the rocker arm.
The wind resistance braking device of the high-speed train mainly has the following technical problems and defects to be solved:
(1) the wind resistance braking device adopts a mode that the two wind resistance braking plates counteract the moment, can realize quick start, has small containing space, but has certain angle difference when in a braking position, can bring vortex airflow, causes noise and vibration, and brings certain influence on the running safety and stability of a train;
(2) the locking and locking mechanism disclosed by the wind resistance braking device directly loads the torque in the braking work into the intermediate transmission mechanism, so that the effective and accurate positioning of the wind wing plate can generate certain influence, further, the continuous and stable braking force can not be provided, meanwhile, the fatigue life of the intermediate gear transmission structure can be greatly shortened, and great potential safety hazard is caused;
(3) the wind resistance braking device has the advantages that the complexity of the surface structure of the whole wind resistance braking device in an effective space is small, the resistance coefficient is low, the generated air braking force is small, the braking effect is not obvious, or even the braking requirement is not met, and the braking efficiency is low.
The invention discloses a railway train bidirectional wind resistance braking device, which is a Chinese patent with an authorization notice number of CN110435613B and the invention name of the invention is a railway train bidirectional wind resistance braking device, and comprises a base, a first air cylinder and a second air cylinder, wherein the railway train bidirectional wind resistance braking device further comprises: the tail part of the first wind resistance plate is hinged with the base, the first wind resistance plate further comprises a first supporting rod, one end of the first supporting rod is hinged to the middle part of the first wind resistance plate, and the other end of the first supporting rod is connected with the first air cylinder; the tail part of the second wind resistance plate is hinged with the base, the second wind resistance plate also comprises a second supporting rod, one end of the second supporting rod is hinged in the middle of the second wind resistance plate, and the other end of the second supporting rod is connected with the second cylinder; the first wind resistance plate and the second wind resistance plate are arranged in a mirror symmetry mode.
The wind resistance braking device of the high-speed train mainly has the following technical problems and defects to be solved:
(1) when the wind resistance braking device stops wind resistance braking, the air cylinder releases pressure, the wind resistance plate returns to the horizontal position to be attached to the upper portion of the vehicle body only under the action of gravity, automatic closing of the whole device is achieved, and the problem that the traditional wind resistance braking device is complex in closing process on the surface is solved. In the actual operation of a high-speed train and the development of a next generation high-speed train with the speed of 450km per hour, a wind resistance braking system is more used as a main braking mode in a high-speed stage, a normalized working state is braking deceleration in the high-speed stage, meanwhile, the wind resistance braking system is closed or continuously operated in a low-speed operation stage and the like, the wind resistance braking system is not closed when the train is stopped by braking, but is only an auxiliary braking mode in an emergency situation in emergency braking, and the problems of unrealistic performance, impracticality, instability in operation and the like exist in the invention;
(2) after the wind resistance braking device stops working, the braking wind wing plate is attached to the surface of a train only by gravity when in a closed state, which is unrealistic for a high-speed train running at the speed per hour of more than 200km, and the problems of structural vibration, noise, structural safety and the like need to be further solved;
(3) the outer sides of the left wind wing plate and the right wind wing plate of the wind resistance braking device are also provided with a first sliding rail and a second sliding rail, and corresponding components such as sliding blocks, limiting blocks, connecting rods and the like are all in an exposed state, pneumatic noise generated in train running is serious, and meanwhile, the influence on the streamline appearance of a train body is large in a non-braking working state, so that the resistance coefficient of the train is increased.
The third application is the Chinese patent application with the publication number of CN111976754A, and the invention name is a double-layer wind resistance braking device, a double-layer cab structure and a high-speed train, and discloses the double-layer wind resistance braking device, the double-layer cab structure and the high-speed train.
The application publication number of the fourth application is CN111976755A, the invention name is a high-speed train cab with a wind resistance braking device and a high-speed train, and the invention discloses the high-speed train cab with the wind resistance braking device and the high-speed train.
The wind resistance braking device disclosed in the prior publications (three) and (four) mainly has the following technical problems and defects to be solved:
(1) the arrangement and the installation position of the wind resistance braking device in the cab have great influence on the visual field range of a train driver when the braking operation is started, so that great potential safety hazard exists;
(2) in terms of arrangement and installation positions of the wind resistance braking device in the cab, the possibility that two sides of the wind resistance braking device invade the railway clearance of China at the present stage is high, and further research is needed in the following;
(3) the wind resistance braking device is arranged in the cab of the high-speed train in batches in a set, and has complex driving, transmission and control structures and large occupied space, so that the wind resistance braking device does not meet the transportation requirements of miniaturization and light weight;
(4) the wind resistance braking device is set in the high-speed train cab in a whole set, after the wind resistance braking device stops working, the surface of the wind wing plate is difficult to be completely attached to the streamline curved surface of the high-speed train head train, the curved surface of the high-speed train head train cab has high technical requirements on aerodynamic appearance design, the overall performance of a new generation of high-speed trains is determined to a great extent, and therefore the feasibility and the practicability of the wind resistance braking device arranged in the high-speed train cab are low.
The invention discloses a wind resistance braking device, which is a Chinese patent with an authorized publication number of CN109878473B and the name of the invention of the wind resistance braking device, and comprises at least one set of first assembly, wherein the assembly comprises: the brake plate is provided with a first extension part; the driving device can control the opening or closing of the brake plate, the first guide rail and the first slide block on the first guide rail, and the first slide block is provided with a first protruding end; one end of the first pull rod is rotatably connected with the first sliding block, and the other end of the first pull rod is rotatably connected with the first extending part; a first electric control lock is arranged at the position close to the first end of the first guide rail, and a second electric control lock is arranged at the position close to the second end; the first assembly further comprises a control unit electrically connected with the driving device, the first electric control lock and the second electric control lock; the control unit can control the driving device to operate to drive the first extension part to open or close the brake plate; the control unit may control the electrically controlled lock to restrict or not to restrict the first protruding end.
The wind resistance braking device of the high-speed train mainly has the following technical problems and defects to be solved:
(1) the butterfly-shaped wind resistance braking device is characterized in that 2 braking wind wing plates are oppositely arranged in the middle of a base, the motion of the wind wing plates is combined with the motion of a sliding block on a track by utilizing a connecting rod and a hinge structure, the single braking wind wing plate is quickly opened through wind resistance in the braking process, the windward angle of the braking wind wing plate is gradually increased from zero to a certain angle during opening, and the problems of large instantaneous airflow disturbance, easy vibration induction, local blast, severe pneumatic noise and the like caused by too small windward angle at the opening moment of the braking wind wing plate in high-speed operation are often caused;
(2) according to the butterfly-shaped wind resistance braking device, 2 braking wind wing plates are oppositely arranged in the middle of a base, and only one braking wind wing plate at the front part of the operation direction is started to brake in the forward direction during braking, so that the problems of limited and single braking force, insufficient braking force, low utilization rate of braking wind wings and the like exist;
(3) the butterfly-shaped wind resistance braking device is characterized in that 2 braking wind wing plates are oppositely arranged in the middle of a base, when the brake works, the single braking wind wing plate at the front part of the running direction is opened in the forward direction, the inner side surface of the braking wind wing plate serves as a braking windward side, and further the inner part structure of the front part of the whole wind resistance braking device is directly in a windward state or participates in braking, so that local airflow is not smooth, a positive pressure area is weakened, continuous and stable braking force output is influenced, and meanwhile, the problems of vibration, severe pneumatic noise and the like are easily caused.
In summary, under the background of the great development of high-speed intelligent green railway equipment in China at the present stage, research and development of a wind resistance braking device which is suitable for a high-speed train and has stable and reliable braking force, multistage regulation and control capability, low pneumatic noise, low impact at a high-speed opening stage and high braking efficiency at the high-speed braking stage of the train is one of the problems to be solved urgently at present.
Disclosure of Invention
In order to overcome the following main technical problems and defects in the prior art:
(1) the similar cat ear type wind resistance braking device has the problems of complex structure, heavy weight, large carriage space occupation during storage and the like;
(2) when the small-sized distributed wind resistance braking device is in a braking position, the two braking plates have vortex airflow, vibration, serious pneumatic noise and the like caused by the angle difference;
(3) the hydraulic wind resistance braking device has the problems of heavy mechanism, large vehicle body modification design, unsmooth flow guide, unidirectional starting, low starting speed and the like;
(4) the brake wind wing plate is opened in the moment when the butterfly-shaped wind resistance brake device operates at a high speed and brakes, the problem that instant airflow disturbance is large, vibration is easy to induce, local detonation and severe pneumatic noise are caused due to the fact that the windward angle is too small, meanwhile, only one brake wind wing plate in the front of the operation direction is opened in the forward direction during braking, the problems that braking force is limited and single, the braking force is insufficient, the utilization rate of the brake wind wing is low and the like exist, the inner side face of the brake wind wing plate is used as a brake windward side during braking, the internal structure in the front of the whole wind resistance brake device is directly in a windward state or participates in braking, local airflow is unsmooth, a positive pressure area is weakened, continuous and stable braking force output is influenced, vibration and pneumatic noise are easy to induce and the like are caused.
The invention provides a novel high-speed train wind resistance braking device, which can realize multistage regulation and control of braking force, large pneumatic resistance coefficient, high braking efficiency, high utilization rate of braking wind wing plates, small storage space, small pneumatic noise and smooth and stable opening of the braking wind wing plates during braking operation of the high-speed train wind resistance braking device, and further meets the requirements of miniaturization, light weight, operation safety and stability of the new generation high-speed train wind resistance braking device.
In order to achieve the technical purpose, the invention is realized by adopting the following technical scheme.
The utility model provides a novel high-speed train windage arresting gear, mainly includes base 1, braking wind pterygoid lamina (2, 3), drive arrangement (6, 7, 8, 9) and the control unit, still includes curb plate (10, 11), the streamlined outward appearance compensation subassembly of roof, the spacing subassembly of wind pterygoid lamina, the buffering subassembly that resets, braking wind pterygoid lamina (2, 3) are two rows of edges respectively in the edge rotate the installation on 1 preceding back edge of base installation mount (4, 5), and front and back symmetrical arrangement can select single-row braking or the mode of double braking during braking operation.
Preferably, the control unit is connected with the driving device (6, 7, 8, 9), the compensator plate electric lock 41 and a first electric lock group (Q1, S1), a second electric lock group (Q2, S2) and a third electric lock group (Q3, S3) of the wind vane positioning assembly; the control unit is used for controlling the operation of the driving devices (6, 7, 8 and 9), controlling the synchronous operation of the driving devices (6 and 7), controlling the synchronous operation of the driving devices (8 and 9) and respectively realizing the opening and closing work of the front and rear braking wind wing plates (2 and 3); the control unit is used for respectively controlling the bolt Q6 of the first electric control lock group (Q1, S1), the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) to extend and retract, and respectively realizing the positioning and locking work of the front and rear braking wind wing plates (2, 3); the control unit is used for respectively controlling the bolt 41A of the front and rear groups of compensation plate electric control locks 41 to extend and retract, and respectively realizing the locking and unlocking work of the front and rear roof compensation plates (12 and 13).
Preferably, the base 1 is a rectangular frame structure formed by fixedly connecting a base body 1A and a base connecting rod 1B, and mainly includes a fixing frame mounting groove 1C, a compensation plate electric lock mounting part 1D and a compensation plate sliding groove 1E, which are symmetrically formed on two sides of the base body 1A respectively.
Preferably, the fixing frame mounting groove 1C, the compensation plate electric lock mounting portion 1D and the compensation plate sliding groove 1E of the base 1 are formed in a left-right pair at positions close to the front and rear end portions of the base body 1A.
Preferably, the mounting brackets (4, 5) mainly include a bracket body 4A, bracket mounting holes 4B symmetrically arranged left and right for mounting and fixing on the base 1, a motor fixing clip mounting hole 4C for connecting the fixing clip 24, a motor mounting hole 4D for fixedly mounting the low-speed motor 6A, a limiting device mounting hole 4E for fixedly mounting the limiting component, and a fixing slide shaft mounting hole 4F for fixedly sleeving the limiting device fixing slide shafts (20, 21, 22).
Preferably, the braking wind vane (2, 3) mainly includes a wind vane leeward portion 2A, a wind vane windward portion 2B, and a wind vane longitudinal rib portion 2C longitudinally disposed inside the wind vane leeward portion 2A in a pair reinforced manner, the wind vane longitudinal rib portion 2C is provided with a longitudinal rib portion upper mounting hole 2C1 and a longitudinal rib portion lower mounting hole 2C2, the longitudinal rib portion upper mounting hole 2C1 is fixedly connected with a tie member connecting shaft 33, and the longitudinal rib portion lower mounting hole 2C2 is fixedly connected with an output drive shaft 6C of the driving device by a key.
Preferably, the driving devices (6, 7, 8, 9) mainly comprise a low-speed motor 6A, a safety clutch 6B and an output driving shaft 6C, and the 4 driving devices (6, 7, 8, 9) are respectively arranged at front, rear, left and right positions of the front and rear edges of the inner side of the base 1, and are respectively installed and fixed on the installation and fixing frames (4, 5); the output shaft of the low-speed motor 6A is connected with the safety clutch 6B, the other end of the safety clutch 6B is sequentially and respectively in rotating connection with the fixed clamping piece 24 through an output driving shaft 6C and is fixedly connected with the lower mounting hole 2C2 of the longitudinal rib plate part on the braking wind wing plates (2 and 3) through a key, and then the rotating torque is transmitted to the braking wind wing plates (2 and 3).
Preferably, the braking wind wing plates (2 and 3) have 2 braking working positions and 1 closing stop position of a main braking working position and an auxiliary braking working position respectively under the limit of the limit component.
Preferably, the main braking working position of the braking wind wing plates (2 and 3) is that the plane of the windward part 2B of the wind wing plates and the roof are braked at 75 degrees towards the train running direction; the auxiliary braking working position of the braking wind wing plates (2 and 3) is that the surface 2A of the wind wing plate back wind part and the roof are braked at 75 degrees towards the train running direction; the closing and stopping positions of the braking wind wing plates (2 and 3) are that the windward part 2B surface of the wind wing plate is flush with the surface of the car roof and is in a closing and locking state.
Preferably, the combination mode of the braking working positions of the braking wind wing plates (2 and 3) is a braking mode that any one of the main braking working position wind wing plates and the auxiliary braking working position wind wing plates is used for braking in a single row or the main braking working position wind wing plates and the auxiliary braking working positions are used for braking in a double row together according to the running braking and two-way running requirements of the train in the running direction of the train.
Preferably, the surface of the windward part 2B of the wind wing plates (2, 3) of the brake wind wing plates is consistent with the appearance shape extension design of the roof surface of the high-speed train, so that smooth bonding transition can be realized.
Preferably, the side plates (10, 11) are respectively symmetrically arranged on the left and right side base bodies 1A of the base 1, and mainly include a side plate body 10A and a side plate upper portion 10B, and the side plate body 10A is provided with a compensation plate electric lock pressing plate slot 10C and a side plate mounting hole 10D.
Preferably, the surface of the side plate upper part 10B of the side plates (10, 11) is consistent with the surface appearance extension design of the roof surface of the high-speed train and the windward part 2B of the wind vane of the braking wind vanes (2, 3), and smooth bonding transition can be realized.
Preferably, the roof streamline appearance compensation assembly mainly comprises roof compensation plates (12 and 13), a compensation plate supporting slide block 25, a compensation plate chute baffle plate 36, a spring supporting slide block 37, a spring supporting fixed block 38, supporting compression springs (39 and 40), a compensation plate electric control lock 41 and a compensation plate chute 1E, wherein the roof compensation plates (12 and 13) are arranged at the front end position and the rear end position of the high-speed train wind resistance braking device base 1, and slide relatively and are in close contact connection with the outer lower end surfaces of the braking wind wing plates (2 and 3) when the braking operation and the braking wind wing plates (2 and 3) are opened and closed.
Preferably, the bottom sides of the left and right ends of the compensation plates (12, 13) are respectively fixedly connected with compensation plate supporting sliders 25, and the compensation plate supporting sliders 25 are arranged in left-right symmetry and slidably connected in compensation plate sliding grooves 1E at the front and rear ends of the base 1.
Preferably, the compensation plate supporting slider 25 mainly includes a supporting slider compensation plate connecting portion 25B and a supporting slider sliding portion 25C, which are connected to the supporting slider body 25A, the supporting slider compensation plate connecting portion 25B is fixedly connected to the bottom portion of one end of the roof compensation plate (12, 13) by a bolt, and the supporting slider sliding portion 25C is of a square structure and is slidably connected to the compensation plate sliding groove 1E of the base 1.
Preferably, the support slider sliding portion 25C, the spring support slider 37, the spring support fixed block 38 and the support compression springs (39, 40) are mounted in the compensation plate chute 1E in a sliding manner, and the spring support fixed block 37 and the spring support compressed block 38 are mounted in a sliding manner.
Preferably, the compensating plate runner 1E has a rectangular cross section, and the front and rear ends thereof are opened in a direction obliquely downward from the outside of the wind resistance braking device.
Preferably, the supporting compression springs (39, 40) are designed in 2 symmetrical arrangements between the spring supporting slide block 37 and the spring supporting fixed block 38.
Preferably, the compensation plate electric locks 41 are symmetrically installed in groups in the front and rear end compensation plate electric lock installation parts 1D of the base body 1A of the base 1.
Preferably, the upper surfaces of the compensation plates (12 and 13) are consistent with the surface appearance extension design of the high-speed train roof and the wind resistance braking device braking wind wing plates (2 and 3), and smooth bonding transition can be realized.
Preferably, the edges of the compensation plates (12, 13) close to the center side of the wind resistance braking device are wrapped with a slippery soft material.
Preferably, the wind vane limiting assembly mainly comprises a fixed sliding shaft (20, 21, 22), a buffer spring (26), a wind vane supporting sliding body (27, 28, 29, 30, 31, 32), a front right limiting assembly (O, M), a rear right limiting assembly (N, P), a front middle limiting assembly (S, Q), a rear middle limiting assembly (R, T), a front left limiting assembly (U, W), a rear left limiting assembly (V, X), a front push-pull rod piece (14, 15, 16), and a rear push-pull rod piece (17, 18, 19); the wind wing plate supporting sliding bodies (27, 28, 29, 30, 31 and 32) are respectively sleeved on the front sliding shaft body (20A) and the rear sliding shaft body (20A) of the fixed sliding shafts (20, 21 and 22) in a sliding manner; the buffer springs (26) are respectively sleeved on the fixed sliding shafts (20, 21 and 22) to provide supporting force for the opening processes of the braking wind wing plates (2 and 3) and provide buffer for the closing and resetting processes.
Preferably, the fixed sliding shaft (20, 21, 22) consists of 2 sections of sliding shaft bodies (20A) which are sleeved with the wind wing plate supporting sliding bodies (27, 28, 29, 30, 31, 32) in a sliding mode, a sliding shaft middle connecting body (20B), a sliding shaft limiting part (20C) and a fixed connecting shaft part (20D); the fixed sliding shafts (20, 21 and 22) are symmetrically arranged in 3 groups along the longitudinal direction of the train roof, and are fixedly arranged between the front and the rear mounting brackets (4 and 5) of the wind resistance braking device respectively through the sliding shaft limiting part (20C) and fastening bolt devices at two ends.
Preferably, the wind vane plate supporting sliding bodies (27, 28, 29, 30, 31, 32) mainly include a sliding body (27A), sliding body push-pull rod connecting shafts (27B) arranged on the left and right sides of the upper portion of the sliding body (27A), and sliding body sliding holes (27C) longitudinally formed through the lower portion of the sliding body connecting shafts, and the sliding body push-pull rod connecting shafts are respectively slidably sleeved on the sliding shaft bodies (20A) of the fixed sliding shafts (20, 21, 22), the sliding body push-pull rod connecting shafts (27B) are respectively connected with the front push-pull rod members (14, 15, 16) and the rear push-pull rod members (17, 18, 19) in a left-right rotating mode, and the other ends of the front push-pull rod members (14, 15, 16) and the rear push-pull rod members (17, 18, 19) are connected with the braking wind vane plates (2, 3) through a pull rod member connecting rotating shaft (33).
Preferably, the buffer springs (26) are compression springs, are respectively sleeved on the fixed sliding shafts (20, 21, 22), are respectively and fixedly installed in spring storage tanks at the inner sides of the sliding shaft middle connecting body (20B) and the wind wing plate supporting sliding bodies (27, 28, 29, 30, 31, 32) at two ends, and are compressed or reset along with the longitudinal movement of the wind wing plate supporting sliding bodies (27, 28, 29, 30, 31, 32).
Preferably, the front right limiting assembly (O, M), the rear right limiting assembly (N, P), the front middle limiting assembly (S, Q), the rear middle limiting assembly (R, T), the front left limiting assembly (U, W) and the rear left limiting assembly (V, X) are respectively fixedly mounted and rotated on the inner sides of the mounting fixing frames (4 and 5) in groups, and mainly comprise a first electric control lock group (Q1 and S1), a second electric control lock group (Q2 and S2), a third electric control lock group (Q3 and S3), an electric control lock mounting frame (Q4) and a mounting positioning plate (Q5), wherein the first electric control lock group (Q1 and S1) is used for locking and limiting the braking wind wing plates (2 and 3) in the main braking position, the second electric control lock group (Q2 and S2) and the third electric control lock group (Q3 and S3) are used for locking the braking wind wing plates (2 and 3) in the auxiliary braking position, and the electric control lock mounting plate (Q599) and the first electric control lock group (Q4) and the mounting plate (Q599) are used for mounting plate (Q1), S1), a second electric control lock group (Q2, S2) and a third electric control lock group (Q3, S3).
The invention has the beneficial effects that: the novel wind resistance braking device for the high-speed train mainly comprises a base 1, braking wind wing plates (2 and 3), driving devices (6, 7, 8 and 9), a control unit, side plates (10 and 11), a roof streamline appearance compensation assembly, a wind wing plate limiting assembly, a resetting buffer assembly and the like. The front and rear rows of braking wind wing plates (2 and 3) are respectively rotatably mounted on the fixing frames (4 and 5) arranged at the front and rear edges of the base 1, so that a single-row braking or double-row main and auxiliary matched braking mode is realized, multistage regulation and control of braking force during braking operation of a high-speed train wind resistance braking device can be realized, the pneumatic resistance coefficient is effectively increased, the braking efficiency is high, the utilization rate of the braking wind wing plates is high, and the braking wind wing plates are smoothly and stably opened; the car roof streamline appearance compensation assembly and the brake wind wing plate are respectively arranged at the front and the back of the wind resistance braking device, and the streamline appearance design of the side plate surface and the car roof surface is unified, so that the vortex effect of the local outer flow field of the wind wing plate range in the braking process and in the closing state can be effectively weakened, the pneumatic noise is greatly reduced, the pneumatic resistance in the closing state is reduced, and the like, and the requirements of miniaturization, light weight, operation safety and stability of the wind resistance braking device of a new generation of high-speed trains are met.
Drawings
FIG. 1 is a three-dimensional structure diagram of a novel high-speed train wind resistance braking device of the invention;
FIG. 2 is a top view of the novel high-speed train wind resistance brake device of the present invention;
FIG. 3 is a cross-sectional view taken at A-A of FIG. 2 in accordance with the present invention;
FIG. 4 is a perspective view of the invention taken in the direction B of FIG. 3;
FIG. 5 is a cross-sectional view taken at C-C of FIG. 2 of the present invention;
FIG. 6 is an enlarged partial view at D of FIG. 3 of the present invention;
FIG. 7 is a cross-sectional view taken at E-E of FIG. 6 in accordance with the present invention;
FIG. 8 is a partial perspective sectional view of a novel high-speed train windage brake of the present invention;
FIG. 9 is an enlarged view of a portion of the invention at F of FIG. 8;
FIG. 10 is a perspective view and an enlarged view of the base at L of the present invention;
FIG. 11 is a partially assembled perspective view of the base and compensating assembly of the present invention;
FIG. 12 is an enlarged partial view of the invention at I and J of FIG. 11;
FIG. 13 is a cross-sectional view taken at H-H of FIG. 12 in accordance with the present invention;
FIG. 14 is a perspective view of the braking sail panel of the present invention;
FIG. 15 is a perspective view of the mounting bracket of the present invention;
FIG. 16 is a perspective view of the driving device of the present invention;
FIG. 17 is a perspective view of a side panel of the present invention;
FIG. 18 is a perspective view of the roof compensation plate of the present invention;
FIG. 19 is a perspective view of the stationary slide shaft of the present invention;
fig. 20 is a perspective view of the fixing clip of the present invention;
FIG. 21 is a perspective view of the wind vane support slider of the present invention;
FIG. 22 is a perspective view of the stop assembly of the present invention;
FIG. 23 is a perspective view of a portion of the roof compensation assembly of the present invention;
FIG. 24 is a schematic view of the novel high-speed train windage brake of the present invention in an inoperative state;
FIG. 25 is a schematic view of a braking position of a braking air vane of the novel high-speed train wind resistance braking device according to the present invention;
FIG. 26 is a schematic view of the braking operation state of the auxiliary braking position of the braking wind wing plate of the novel high-speed train wind resistance braking device according to the invention;
fig. 27 is a schematic view of the working state of the main braking position and the auxiliary braking position of the braking wind wing plate of the novel high-speed train wind resistance braking device for braking in a matching manner.
In the figure: a base 1; a base body 1A; a base link 1B; a mount mounting groove 1C; mounting and supplementing 1D of the electric control lock of the compensation plate; a compensation plate chute 1E; braking the wind wing plates (2, 3); a wind vane leeward portion 2A; a windward part 2B of the wind vane plate; a wind vane longitudinal rib plate portion 2C; the vertical rib plate upper mounting hole 2C 1; the lower mounting hole 2C2 of the longitudinal rib plate part; mounting a fixed frame (4, 5); a mount body 4A; a fixing frame mounting hole 4B; a motor fixing clamp piece mounting hole 4C; a motor mounting hole 4D; a limiting device mounting hole 4E; a fixed slide shaft mounting hole 4F; drive means (6, 7, 8, 9); a low-speed motor 6A; a safety clutch 6B; an output drive shaft 6C; side plates (10, 11); a side plate body 10A; a side panel upper portion 10B; a compensation plate electric control lock pressure plate slot 10C; a side plate mounting hole 10D; roof compensation plates (12, 13); a compensation plate body 12A; the compensation plate supports the slider mounting groove 12B; a forward push-pull rod member (14, 15, 16); a rear push-pull rod member (17, 18, 19); a fixed slide shaft (20, 21, 22); a spool body 20A; the middle part of the sliding shaft is connected with a connecting body 20B; a slide shaft stopper 20C; a fixed connection shaft portion 20D; a fixing clip 24; the clip body 24A; a card member fixing portion 24B; a card member attachment hole 24C; the compensation plate support slider 25; a support slider body 25A; a support slider compensation plate connection portion 25B; a support slider sliding section 25C; a buffer spring 26; -a wind vane supporting slide (27, 28, 29, 30, 31, 32); a slider body 27A; a sliding body push-pull rod connecting shaft 27B; a slider slide hole 27C; the pull rod piece is connected with the rotating shaft 33; the wind wing plates are connected with the rotating shafts (34, 35); a compensation plate chute baffle 36; a baffle body 36A; a baffle inner chute 36B; a spring support slider 37; a spring support mounting block 38; supporting a compression spring (39, 40); a compensation plate electric lock 41; the compensation plate electrically locks the bolt 41A; a compensator plate electrically locking pressure plate 42; a front right limit assembly (O, M); a rear right limit assembly (N, P); a front-middle limit assembly (S, Q); a rear-middle limit assembly (R, T); a front left limit assembly (U, W); a rear left limit assembly (V, X); a first electrically controlled lock group (Q1, S1); a second set of electronically controlled locks (Q2, S2); a third electrically controlled lock group (Q3, S3); an electric control lock mounting rack Q4; a mounting bracket fixing base Q401; a mount body Q402; a mounting positioning plate Q5; a latch tab Q6.
Detailed Description
The invention will be further explained with reference to the drawings.
As shown in fig. 1 to 5, a novel wind resistance braking device for a high-speed train mainly comprises a base 1, braking wind wing plates (2, 3), driving devices (6, 7, 8, 9) and a control unit (not shown in the figure), side plates (10, 11), a roof streamline appearance compensation assembly, a wind wing plate limiting assembly and a resetting buffer assembly. The braking wind wing plates (2 and 3) are arranged in a front row and a rear row and are respectively arranged on the fixing frames (4 and 5) arranged at the front edge and the rear edge of the base (1) in a rotating mode and are longitudinally and symmetrically arranged in a front-back mode along the running direction of a train, and during braking, a single-row wind wing plate braking mode or a double-row wind wing plate main-auxiliary matching braking mode can be started according to braking and bidirectional running requirements.
As shown in fig. 1, 2 and 4, the control unit is connected with the driving device (6, 7, 8 and 9), the compensating plate electric lock 41 and the first electric lock group (Q1, S1), the second electric lock group (Q2, S2) and the third electric lock group (Q3, S3) of the wind vane positioning assembly; the control unit is used for controlling the operation of the driving devices (6, 7, 8 and 9), controlling the synchronous operation of the driving devices (6 and 7), controlling the synchronous operation of the driving devices (8 and 9) and respectively realizing the opening and closing work of the front and rear braking wind wing plates (2 and 3); the control unit is used for respectively controlling the bolt Q6 of the first electric control lock group (Q1, S1), the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) to extend and retract, and respectively realizing the positioning and locking work of the front and rear braking wind wing plates (2, 3); the control unit is used for respectively controlling the stretching out and retracting of the front and rear groups of compensation plate electric control lock tongues 41A, and respectively realizing the locking and unlocking work of the front and rear roof compensation plates (12 and 13). The driving devices (6, 7, 8 and 9) mainly comprise a low-speed motor 6A, a safety clutch 6B and an output driving shaft 6C, and the 4 driving devices (6, 7, 8 and 9) are respectively arranged at the front and rear and left and right positions of the front and rear edges of the inner side of the base 1 and are respectively and fixedly arranged on the mounting fixing frames (4 and 5); the output shaft of the low-speed motor 6A is connected with the safety clutch 6B, the other end of the safety clutch 6B is sequentially and respectively in rotating connection with the fixed clamping piece 24 through an output driving shaft 6C and is fixedly connected with the lower mounting hole 2C2 of the longitudinal rib plate part on the braking wind wing plates (2 and 3) through a key, and then the rotating torque is transmitted to the braking wind wing plates (2 and 3).
As shown in fig. 1, 8, 10, 11, and 12, the base 1 is a rectangular frame structure formed by fixedly connecting a base body 1A and a base connecting rod 1B, and mainly includes a fixing frame mounting groove 1C, a compensation plate electric lock mounting portion 1D, and a compensation plate sliding groove 1E symmetrically formed on two sides of the base body 1A. The fixing frame mounting groove 1C, the compensation plate electric control lock mounting part 1D and the compensation plate sliding groove 1E of the base 1 are arranged in pairs at the range positions, close to the front end and the rear end, of the base body 1A.
As shown in fig. 1 and 15, the mounting and fixing frame (4, 5) mainly includes a fixing frame body 4A, fixing frame mounting holes 4B symmetrically arranged left and right for mounting and fixing on the base 1, a motor fixing clip piece mounting hole 4C for connecting the fixing clip piece 24, a motor mounting hole 4D for fixedly mounting the low-speed motor 6A, a limiting device mounting hole 4E for fixedly mounting the limiting component, and a fixing slide shaft mounting hole 4F for fixedly sleeving the limiting device fixing slide shafts (20, 21, 22).
As shown in fig. 1 and 14, the braking wind vane (2, 3) mainly includes a wind vane leeward portion 2A, a wind vane windward portion 2B, and a wind vane longitudinal rib plate portion 2C longitudinally and pairwise reinforced inside the wind vane leeward portion 2A, the wind vane longitudinal rib plate portion 2C is provided with a longitudinal rib plate upper mounting hole 2C1 and a longitudinal rib plate lower mounting hole 2C2, the longitudinal rib plate upper mounting hole 2C1 is fixedly connected with a tie bar connecting rotating shaft 33, and the longitudinal rib plate lower mounting hole 2C2 is fixedly connected with an output driving shaft 6C of the driving device by a key. The surface of the windward part 2B of the wind wing plate of the braking wind wing plates (2 and 3) is consistent with the appearance shape extension design of the surface of the roof of the high-speed train, and smooth bonding transition can be realized.
The braking wind wing plates (2 and 3) are respectively provided with a main braking working position and an auxiliary braking working position, wherein the main braking working position and the auxiliary braking working position are 2 braking working positions and 1 closing stopping position under the limitation of the limiting component. The main braking working position is that the 2B surface of the windward part of the wind wing plate is braked at 75 degrees with the roof in the train running direction, the auxiliary braking working position is that the 2A surface of the leeward part of the wind wing plate is braked at 75 degrees with the roof in the train running direction, and the closing stopping position is that the 2B surface of the windward part of the wind wing plate is flush with the surface of the roof and is in a closing and locking state. According to the braking and bidirectional operation requirements, the combination mode of the braking working positions is a braking mode that any one row of wind wing plates of the main and auxiliary braking working positions is braked or the main and auxiliary working positions are jointly braked according to the braking and bidirectional operation requirements of the train in the train running direction.
As shown in fig. 1, 3, 6, 7, 10 and 23, the roof streamline appearance compensation assembly mainly comprises roof compensation plates (12 and 13), a compensation plate support sliding block 25, a compensation plate chute baffle plate 36, a spring support sliding block 37, a spring support fixing block 38, support compression springs (39 and 40) and a compensation plate electric control lock 41. The roof compensation plates (12 and 13) are arranged at the front end part and the rear end part of the base 1, and are in relative moving contact connection with the braking wind wing plates (2 and 3) when the braking work and the wind wing plates are opened and closed; the left and right sides of the compensation plates (12, 13) are respectively fixedly connected with the compensation plate supporting slide blocks 25 at the two sides; the compensation plate supporting slide blocks 25 are arranged in bilateral symmetry and mainly comprise supporting slide block compensation plate connecting portions 25B and supporting slide block sliding portions 25C which are connected to a supporting slide block body 25A, the supporting slide block compensation plate connecting portions 25B are fixedly connected to one ends of the roof compensation plates (12 and 13) through bolts, and the supporting slide block sliding portions 25C are of square structures and are connected to the compensation plate sliding grooves 1E of the base 1 in a sliding mode.
From the top down is sliding installation in proper order in the compensating plate spout 1E of base 1 support slider sliding part 25C, sliding installation's spring support sliding block 37, fixed mounting be in the spring support fixed block 38 of compensating plate spout 1E bottom and the support compression spring (39, 40) of installation are connected to spring support sliding block 37 and spring support fixed block 38 intermediate junction, support compression spring (39, 40) and press 2 and be in the design of spring support sliding block 37 and the middle symmetrical arrangement of spring support fixed block 38. The compensation plate electric control locks 41 are symmetrically installed in groups in the compensation plate electric control lock installation parts 1D at the front end and the rear end of the base body 1A of the base 1, and when braking is stopped, the locking tongues 41A of the compensation plate electric control locks extend out and are located at the bottoms of the left side and the right side of the roof compensation plates (12 and 13) and are in a clamping state.
The concrete working modes of the wind resistance braking device roof streamline appearance compensation assembly are as follows: when the high-speed train starts a wind resistance braking device opening instruction, locking tongues 41A of left and right compensation plate electric control locks 41 corresponding to braking wind wing plates are started to retract, the braking wind wing plates (2 and 3) are opened under the driving of driving devices (6, 7, 8 and 9), under the front thrust of the lower parts of the braking wind wing plates (2 and 3), the roof compensation plates (12 and 13) compress supporting compression springs (39 and 40) through left and right compensation plate supporting sliding blocks 25 in a compensation plate sliding groove 1E of the base 1 to move in a forward and downward inclined position, and meanwhile, under the restoring force of the supporting compression springs (39 and 40), the roof compensation plates (12 and 13) are tightly propped against the lower edge parts of the braking wind wing plates (2 and 3), so that the zero-gap wind resistance braking of a forward wind contact surface is realized. When the train is braked and stopped, the high-speed train starts a wind resistance brake device closing instruction, at the moment, the brake wind wing plates (2 and 3) are gradually closed under the reverse driving of the driving device, meanwhile, after the roof compensation plates (12 and 13) are gradually pushed back to the positions flush with the surfaces of the roof and the surfaces of the brake wind wing plates (2 and 3) under the restoring force action of compression supporting compression springs (39 and 40), the lock tongues 41A of the compensation plate electric control lock 41 extend out to clamp the compensation plates (12 and 13) from the left side and the right side of the lower part respectively, and the roof streamline appearance brake compensation is completed during braking.
As shown in fig. 1, 2, 3, 8, 9, 19, 21, and 22, the wind vane limiting assembly mainly includes a fixed sliding shaft (20, 21, and 22), a buffer spring 26, a wind vane supporting sliding body (27, 28, 29, 30, 31, and 32), a front right limiting assembly (O, M), a rear right limiting assembly (N, P), a front middle limiting assembly (S, Q), a rear middle limiting assembly (R, T), a front left limiting assembly (U, W), a rear left limiting assembly (V, X), a front push-pull rod (14, 15, and 16), and a rear push-pull rod (17, 18, and 19). The fixed sliding shafts (20, 21 and 22) are composed of 2 sections of sliding shaft bodies (20A) in sliding fit with the wind wing plate supporting sliding bodies (27, 28, 29, 30, 31 and 32), sliding shaft middle connecting bodies (20B), sliding shaft limiting parts (20C) and fixed connecting shaft parts (20D), the fixed sliding shafts (20, 21 and 22) are symmetrically arranged in 3 groups along the longitudinal direction of the train roof, and are fixedly installed between the front and rear installation fixing frames (4 and 5) of the wind resistance braking device respectively through the sliding shaft limiting parts (20C) and fastening bolt devices at two ends. The wind wing plate supporting sliding bodies (27, 28, 29, 30, 31 and 32) mainly comprise sliding body bodies (27A), sliding body push-pull rod connecting shafts (27B) arranged on the left side and the right side of the upper portions of the sliding body bodies (27A) and sliding body sliding holes (27C) longitudinally arranged at the lower portions of the sliding body push-pull rod connecting shafts in a penetrating mode, the sliding body push-pull rod connecting shafts are respectively sleeved on the sliding shaft bodies (20A) of the fixed sliding shafts (20, 21 and 22) in a sliding mode, the sliding body push-pull rod connecting shafts (27B) are connected with front push-pull rod pieces (14, 15 and 16) and rear push-pull rod pieces (17, 18 and 19) in a left-right rotating mode, and the other ends of the front push-pull rod pieces (14, 15 and 16) and the rear push-pull rod pieces (17, 18 and 19) are connected with the braking wind wing plates (2 and 3) through pull rod piece connecting rotating shafts 33. The buffer springs 26 are compression springs, are respectively sleeved on the fixed sliding shafts (20, 21 and 22), are respectively fixedly arranged at two ends in spring storage tanks at the inner sides of the sliding shaft middle connecting body 20B and the wind wing plate supporting sliding bodies (27, 28, 29, 30, 31 and 32), and are compressed or reset along with the longitudinal movement of the wind wing plate supporting sliding bodies (27, 28, 29, 30, 31 and 32).
The front right limiting component (O, M), the rear right limiting component (N, P), the front middle limiting component (S, Q), the rear middle limiting component (R, T), the front left limiting component (U, W) and the rear left limiting component (V, X) are respectively fixedly arranged on the inner sides of the mounting and fixing frames (4 and 5) in groups, the mounting and fixing device mainly comprises a first electric control lock group (Q1 and S1), a second electric control lock group (Q2 and S2), a third electric control lock group (Q3 and S3), an electric control lock mounting rack Q4 and a mounting positioning plate Q5, the first electric control lock group (Q1 and S1) is used for locking and limiting the braking wind wing plates (2 and 3) at a main braking position, the second electric control lock group (Q2 and S2) and the third electric control lock group (Q3 and S3) are used for locking and limiting the braking wind wing plates (2 and 3) at an auxiliary braking position, and the electric control lock group Q4 and the mounting plate Q5 are used for locking and limiting the first electric control lock group Q1, S1), a second electric control lock group (Q2, S2) and a third electric control lock group (Q3, S3).
The specific working mode of the wind wing plate limiting assembly of the wind resistance braking device is as follows: when the high-speed train starts an opening instruction of the wind resistance braking device, the braking wind wing plates 2 or the braking wind wing plates 3 are gradually opened under the driving of the driving devices (6, 7) or the driving devices (8, 9), and then the wind wing plate supporting sliding bodies (27, 29, 31) or the wind wing plate supporting sliding bodies (28, 30, 32) in the stopping position are driven by the front push-pull rod pieces (14, 15, 16) or the rear push-pull rod pieces (17, 18, 19) to compress the buffer springs 26 to slide outwards and longitudinally. When the auxiliary braking position working position brakes, when the wind wing plate supporting sliding bodies (27, 29, 31) or the wind wing plate supporting sliding bodies (28, 30, 32) slide to the positions of the third electric control lock groups (Q3, S3), the lock tongue Q6 is triggered to open and pass, the lock tongue Q6 of the second electric control lock groups (Q2, S2) maintains the extending state, the safety clutches 6B of the driving devices (6, 7) or the driving devices (8, 9) are opened, the braking wind wing plates 2 or the braking wind wing plates 3 stop rotating and are locked between the positions of the second electric control lock groups (Q2, S2) and the third electric control lock groups (Q3, S3) to brake. When the main braking position is braked, the first electric control lock group (Q1, S1), the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) are triggered to open the lock tongue Q6 to pass through, the first electric control lock group (Q1, S1) and the sliding shaft limiting part 20C of the fixed sliding shaft (20, 21, 22) are locked together when the main braking position is reached, the safety clutch 6B of the driving device (6, 7) or the driving device (8, 9) is opened, and the braking wind wing plate 2 or the braking wind wing plate 3 stops rotating to brake.
As shown in fig. 1 and 17, the side plates (10, 11) are respectively symmetrically disposed on the left and right side base bodies 1A of the base 1, and mainly include a side plate body 10A and a side plate upper portion 10B, and the side plate body 10A is provided with a compensation plate electric lock pressing plate slot 10C and a side plate mounting hole 10D. The surface of the upper part 10B of the side plates (10, 11) of the high-speed train is consistent with the surface of the roof of the high-speed train and the surface of the windward part 2B of the wind wing plates of the braking wind wing plates (2, 3) in appearance shape extension design, smooth bonding transition can be realized, and the high-speed train has good flow guide characteristic.
The invention relates to a braking working embodiment of a novel wind resistance braking device of a high-speed train (refer to figures 24-27)
(1) Single-row brake working implementation scheme
I: front row braking wind wing plate brake (main brake position brake)
When the high-speed train starts a braking opening instruction of a front row braking wind wing plate of the wind resistance braking device, the control unit triggers the retraction of the lock tongues 41A of the left and right compensation plate electric control locks 41 corresponding to the front roof streamline appearance compensation component, the starting of the driving devices (6 and 7), the retraction of the lock tongues Q6 of the first electric control lock group (Q1 and S1), the second electric control lock group (Q2 and S2) and the third electric control lock group (Q3 and S3). At the moment, the roof compensation plate 12 is in an open state, the driving devices (6 and 7) start to drive the braking wind wing plates 2 to be gradually opened, and then the wind wing plate supporting sliding bodies (27, 29 and 31) in the stopping position are driven by the groups of front push-pull rod pieces (14, 15 and 16) to slide forwards and longitudinally, and the compression buffer spring 26 is gradually reset under the action of restoring force. At the same time, under the lower front thrust of the brake wind vane 2, the roof compensation plate 12 is moved in the diagonally forward and downward position by the compression support compression springs (39, 40) of the two right and left compensation plate support sliders 25 in the compensation plate slide groove 1E of the base 1, and at the same time, the roof compensation plate 12 is closely pressed against the lower edge portion of the brake wind vane 2 by the restoring force of the support compression springs (39, 40). When the wind wing plate 2 drives the lower wind wing plate supporting sliding bodies (27, 29 and 31) to move to a main braking position, namely the first electric control lock group (Q1 and S1) and the sliding shaft limiting parts 20C of the fixed sliding shafts (20, 21 and 22) are locked, the safety clutches 6B of the driving devices (6 and 7) are opened, and the braking wind wing plate 2 stops rotating to brake.
After braking is finished, a front row braking air wing plate braking closing instruction of the wind resistance braking device is started by the high-speed train, the control unit triggers the driving devices (6 and 7) to start and rotate reversely, the bolt Q6 at the first electric control lock group (Q1 and S1), the second electric control lock group (Q2 and S2) and the third electric control lock group (Q3 and S3) retracts, the safety clutch 6B of the driving devices (6 and 7) closes and rotates reversely to drive the braking air wing plate 2 to close gradually, and then the front push pull rod piece (14, 15 and 16) group drives the air wing plate supporting sliding bodies (27, 29 and 31) at the main braking position to slide backwards and longitudinally, the buffer spring 26 is compressed, and the driving devices (6 and 7) are closed after the air wing plate supporting sliding to the stopping position. Meanwhile, after the roof compensation plate 12 is gradually pushed back to the position flush with the surface of the roof and the surface of the braking wind wing plate 2 under the restoring force of the compression support compression springs (39 and 40), the locking tongues 41A of the compensation plate electric control lock 41 respectively extend out from the left side and the right side of the lower part and are locked, and the braking is finished.
II: rear row brake wind wing plate brake (auxiliary brake position brake)
When the high-speed train starts a rear-row braking wind wing plate braking opening instruction of the wind resistance braking device, the control unit triggers the retraction of the lock tongue 41A, the starting of the driving devices (8 and 9) and the retraction of the lock tongue Q6 at the position of the third electric control lock group (Q3 and S3) of the left and right electric control locks 41 corresponding to the rear roof streamline appearance compensation component. At the moment, the roof compensation plate 13 is in an open state, the driving devices (8, 9) start to drive the braking wind wing plates 3 to be gradually opened, and then the wind wing plate supporting sliding bodies (28, 30, 32) in the stopping position are driven by the rear push-pull rod pieces (17, 18, 19) to longitudinally slide backwards, so that the compression buffer spring 26 is gradually reset under the action of restoring force. At the same time, under the lower front thrust of the brake wind vane 3, the roof compensation plate 13 is moved in the diagonally forward and downward position by the compression support compression springs (39, 40) of the two right and left compensation plate support sliders 25 in the compensation plate slide grooves 1E of the base 1, and the roof compensation plate 13 is closely pressed against the lower edge portion of the brake wind vane 3 by the restoring force of the support compression springs (39, 40). The wind wing plate 2 drives the lower wind wing plate supporting sliding bodies (28, 30 and 32) to move to an auxiliary braking position, namely locking between the third electric control lock group (Q3 and S3) and the second electric control lock group (Q2 and S2), the safety clutches 6B of the driving devices (8 and 9) are opened, and the braking wind wing plate 3 stops rotating to brake.
After braking is finished, a braking closing instruction of a front row braking air wing plate of the wind resistance braking device is started by the high-speed train, the control unit triggers the driving devices (8 and 9) to start reverse rotation, the lock tongue Q6 at the position of the third electric control lock group (Q3 and S3) retracts, the safety clutch 6B of the driving devices (8 and 9) closes reverse rotation, the braking air wing plate 3 is driven to be gradually closed, the air wing plate supporting sliding body (28, 30 and 32) at the auxiliary braking position is driven to longitudinally slide forwards through the rear push-pull rod piece (17, 18 and 19) group, the buffering spring 26 is compressed, and the driving devices (8 and 9) are closed after sliding to the stopping position. Meanwhile, after the roof compensation plate 13 is gradually pushed back to the position flush with the surface of the roof and the surface of the braking wind wing plate 3 under the action of the restoring force of the compression support compression springs (39 and 40), the locking tongues 41A of the compensation plate electric control lock 41 respectively extend out from the left side and the right side of the lower part and are locked, and the braking is finished.
(2) Double-row brake working implementation scheme
The double-row braking operation of the novel high-speed train wind resistance braking device is implemented by the scheme that the front-row braking wind wing plate brake (main braking position brake) and the rear-row braking wind wing plate brake (auxiliary braking position brake) are matched for braking, the braking opening process can be synchronously opened or asynchronously opened, and the control and implementation scheme refers to a single-row braking scheme.
The wind resistance braking device mainly has the following advantages:
(1) the novel high-speed train wind resistance braking device adopts the symmetrically-arranged braking wind wing plates which are respectively connected in a rotating manner along the front edge and the rear edge of the base in a front-rear two-row mode, and the mode of arbitrary single-row braking or double-row matched braking can be selected according to braking and bidirectional operation requirements during braking. The brake has the advantages of multi-stage regulation and control of brake force during braking, large aerodynamic resistance coefficient, high brake efficiency, high utilization rate of the brake wind wing plate and the like;
(2) the novel high-speed train wind resistance braking device adopts a front row and a rear row of symmetrically arranged braking wind wing plates which can be respectively rotatably connected along the front edge and the rear edge of a base, when a main braking position works, the front streamline appearance smooth surface of the braking wind wing plates is braked upwind, and the problems of vibration, pneumatic noise and the like of the braking wind wing plates under the action of wind load can be effectively weakened;
(3) the novel high-speed train wind resistance braking device adopts a front row of braking wind wing plates and a rear row of braking wind wing plates which are symmetrically arranged and can be respectively rotatably connected along the front edge and the rear edge of a base, when a main braking position is opened for working, the braking wind wing plates realize gradual forward opening from back to front, and the problems of large instantaneous airflow disturbance, easy vibration induction, local explosion, severe pneumatic noise and the like caused by too small windward angle at the opening moment of other reversely opened wind resistance braking devices are effectively avoided; meanwhile, a better opening condition is provided for the rear row auxiliary braking position braking wind wing plate;
(4) the novel high-speed train wind resistance braking device adopts the roof streamline appearance compensation component, so that the lower parts of the wind wing plates are tightly attached in the opening and braking processes of the wind wing plates braked by the wind resistance braking device, noise reduction is facilitated, and vibration is avoided; meanwhile, the locking of the whole device after the wind wing plate is closed and the smooth transition fit of the streamline appearance surface can be realized, and the resistance coefficient of the high-speed train in the non-braking process is effectively reduced;
(5) the novel high-speed train wind resistance braking device adopts the wind wing plate limiting assembly and the reset buffer assembly, can realize the interchange selection of the main auxiliary position of the braking wind wing plate of the wind resistance braking device, realizes the three-stage regulation and control of the braking force, and simultaneously, the matched reset buffer assembly effectively avoids the collision damage in the closing process of the braking wind wing plate and realizes the stable closing;
(6) the left side and the right side of the novel high-speed train wind resistance braking device adopt side plate structures with installation surfaces consistent with the appearance shape extension design of the roof surface of the high-speed train, so that the integral device after the wind wing plates are closed can be smoothly and transitionally attached to the roof surface, and the resistance coefficient of the high-speed train in the non-braking process is effectively reduced;
(7) this novel high-speed train windage arresting gear is mostly mechanical mechanism, and adopts miniwatt low-speed motor drive, possesses advantages such as compact structure, occupation space is less, safe and reliable, with low costs, easy maintenance.
It should be noted that the directions or positional relationships referred to in this document are positional relationships shown in the drawings, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements referred to must have specific directions, be configured or operated in specific directions, and therefore cannot be understood as limitations on technical solutions, and the connection relationships may refer to direct connection relationships or indirect connection relationships; furthermore, the terms "first," "second," "third," and the like, as referred to in this document, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (27)
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