CN113895474B - A new type of wind resistance braking device for high-speed trains - Google Patents

Abstract

The invention discloses a novel wind resistance braking device for a high-speed train, which mainly comprises a base, a braking wind wing plate, a driving device, a control unit, a side plate, a roof streamline appearance compensation assembly, a wind wing plate limiting assembly, a reset buffer assembly and the like. The front and the rear rows of the braking wind wing plates are respectively rotatably arranged on the fixing frames arranged along the front and the rear edges of the base, and are symmetrically arranged front and rear, and a single-row braking mode or a double-row braking mode can be selected during braking. The novel high-speed train wind resistance braking device can realize multistage regulation and control of braking force during braking operation, is large in pneumatic resistance coefficient, high in braking efficiency, high in braking wind wing plate utilization rate, small in storage space, small in pneumatic noise and stable in opening of the braking wind wing plate, and effectively meets the requirements of miniaturization, light weight, operation safety and stability of the new-generation high-speed train wind resistance braking device.

Description

A new type of wind resistance braking device for high-speed trains

technical field

The invention relates to the field of rail transit vehicle braking, in particular to a novel wind resistance braking device for high-speed trains.

Background technique

In the field of rail transit vehicle braking, rail eddy current braking, magnetic rail braking and wind resistance braking are the three mainstream non-adhesive braking technologies at this stage, and wind resistance braking is a new system for non-adhesive braking of high-speed trains. It uses the braking wind panel device on the surface of the vehicle body to increase the air resistance to generate the braking force. With the rapid development of high-speed train technology, on the basis of the commercial operation of 350km/h, China has carried out technical research on higher-speed high-speed trains. Relevant studies have found that when the train runs at a speed level above 300km/h, the air resistance accounts for more than 80% of the total resistance. At the same time, as the running speed increases, the adhesive braking force will gradually decrease, which cannot meet the high-performance braking requirements. It can be seen that, at the same time, it has the speed conditions for the development and application of wind resistance braking device, which is especially suitable for making up for the lack of sticky braking force when the train brakes in the high-speed section, especially in the case of emergency braking of the train.

The research and application of the wind resistance braking system of high-speed trains abroad are mainly concentrated in Japan. In recent years, Japan's research on the effectiveness of air braking of trains has not only carried out a lot of analysis from wind tunnel tests and computer numerical simulation methods, but also carried out a number of researches. A real vehicle test. Japan was the first to carry out research on the aerodynamic calculation and mechanism optimization of the MLU002N maglev train under the condition of 500km/h with the wind resistance braking device on the Miyazaki test line and the Yamanashi test line, and made a preliminary evaluation on the braking performance of the wind resistance braking device. In June 2005, JR East Japan Co., Ltd. jointly developed the "cat ear" type aerodynamic braking device, which was successfully installed and applied in the E954 Fastech360S and Fastech360Z high-speed trains. Performance test, the test results show that the wind resistance braking device has good reliability and high application value in emergency braking. In terms of the installation and arrangement of the wind resistance brake wind flaps, relevant Japanese organizations have developed and improved a small distributed wind resistance brake device, focusing on reducing the volume of the wind resistance brake device and increasing the resistance coefficient of the brake plate. research consideration.

Earlier in China, Tongji University and Central South University carried out research in the field of aerodynamic braking of high-speed trains. The characteristics of the flow field around the braking airfoil at different longitudinal positions on the top of the train were analyzed, and the braking force of the aerodynamic braking was generated by numerical calculation. The effect is analyzed. In the research and calculation, the main body of the braking wind blade refers to the original Japanese "cat ear" structure, and the single-section and single-row setting scheme is adopted in the layout of the wind blade. The dynamic performance and operation safety of high-speed trains with a speed of 400km/h on the wing plate are explored. The results show that the operation safety index is within the qualified range compared with the unopened brake wind plate. The related research takes the rectangular structure wind vane as the research object, and focuses on the analysis of the influence law of the first row wind vane on the aerodynamic braking capacity. Changes in structure and braking force have little effect.

In terms of the structural design and manufacture of the brake wind flap, at present, a variety of wind resistance brake devices have been developed at home and abroad, mainly including the "cat ear" type wind resistance brake device developed in Japan in the early days, the distributed wind resistance brake device, "Butterfly" wind resistance braking device and hydraulic wind resistance braking device, etc.

(1) The Chinese invention patent application with the application publication number CN108099944A and the name of the invention is a high-speed train wind resistance braking device, which discloses a high-speed train wind resistance braking device, including a box body, and the box body is fixedly embedded in the top of the train , the body is provided with an opening mechanism, a locking device, a driving mechanism, a transmission mechanism, a locking mechanism and an angle sensor, the driving mechanism is connected with the transmission mechanism, and the upper ends of the opening mechanism and the locking device are connected to the braking fan The inner surface of the wing is in contact with the middle, and a rocker arm is installed. The rocker arm rotates based on the stop bearing seat. The locking mechanism is used to control the rotation angle of the rocker arm. The angle sensor is used to measure the rotation 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 the way that two wind resistance brake plates cancel each other's torque, which can realize rapid start, and the storage space is small, but there is a certain angle difference between the two brake plates in the braking position, which will cause Bring vortex airflow, cause noise and vibration, and have a certain impact on the running safety and stability of the train;

(2) The locking and locking mechanism disclosed by the wind resistance braking device directly loads the torque during the braking operation into the intermediate transmission mechanism, which will have a certain impact on the effective and precise positioning of the wind flap, and thus cannot provide a continuous and stable braking force. At the same time, it will greatly reduce the fatigue life of the intermediate gear transmission structure, causing great safety hazards;

(3) The overall wind resistance braking device in the effective space has less complex surface structure and lower drag coefficient, and thus generates less air braking force, and the braking effect is not obvious or even does not meet the braking demand. Problems such as low braking efficiency.

(2) The authorized announcement number is CN110435613B, the invention name is a Chinese invention patent of a two-way wind resistance braking device for rail trains, which discloses a two-way wind resistance braking device for rail trains, including a base, a first cylinder, and a second cylinder, The rail train two-way wind resistance braking device further comprises: a first wind resistance plate and a second wind resistance plate, the tail of the first wind resistance plate is hinged with the base, the first wind resistance plate further comprises a first support rod, the first wind resistance plate One end of the support rod is hinged at the middle of the first wind resistance plate, and the other end is connected with the first cylinder; the tail of the second wind resistance plate is hinged with the base, the second wind resistance plate also includes a second support rod, One end of the two support rods is hinged in the middle of the second wind resistance plate, and the other end is connected with the second air cylinder; the first wind resistance plate and the second wind resistance plate are mirror-symmetrically arranged.

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 the wind resistance braking, the cylinder releases the pressure, and the wind resistance plate only relies on the action of gravity to return to the horizontal position and fit on the top of the vehicle body, so as to realize the automatic closing of the whole device, which solves the traditional problems mentioned on the surface. Cumbersome closing process for wind brakes. In the actual operation of high-speed trains and the development of next-generation high-speed trains with a speed of 450km/h, the wind resistance braking system is more used as a main braking method in the high-speed stage. Shutdown or continuous operation, etc., are not shut down after braking until the train stops, but only an auxiliary braking method in emergency situations in emergency braking, which is unrealistic, impractical and unstable in operation according to the invention. sexuality, etc.;

(2) After the wind resistance braking device stops working, when the brake wind flap is in the closed state, it only relies on gravity to adhere to the surface of the train, which is extremely unrealistic for high-speed trains running at a speed of more than 200km per hour, resulting in structural vibration and noise. and structural safety and other issues need to be further resolved;

(3) The first slide rail and the second slide rail are also set on the outside of the left and right wind flaps of the wind resistance braking device, and the corresponding sliders, limit blocks, connecting rods and other components are all exposed. The aerodynamic noise is more serious, and at the same time, it has a great influence on the streamlined appearance of the car body in the non-braking working state, resulting in an increase in the train drag coefficient.

(3) The application publication number is CN111976754A, the name of the invention is a Chinese invention patent application for a double-layer wind resistance braking device, a double-layer driver's cab structure and a high-speed train, which discloses a double-layer wind resistance braking device, a double-layer driver's cab Structure and high-speed train, the double-layer wind resistance braking device includes an outer wind resistance brake plate and an inner layer wind resistance brake plate installed in the variable section area of the train, and the outer layer wind resistance brake plate includes multiple wind resistance brake plates arranged laterally along the outer contour of the variable section area. An outer layer braking unit plate, the inner layer wind resistance braking plate includes a plurality of inner layer braking unit plates arranged laterally along the outer contour of the variable section area, the opening and closing drive mechanism is installed on the high-speed train cab, and the outer layer wind resistance braking plate When the inner layer wind resistance braking plate is opened, the inner layer braking unit plate is located inside the outer layer braking unit plate and is located in the gap between the adjacent outer layer braking unit plates.

(4) The application publication number is CN111976755A, the name of the invention is a Chinese invention patent application for a high-speed train cab with a wind resistance braking device and a high-speed train, which discloses a high-speed train cab with a wind resistance braking device and a high-speed train , The high-speed train driver's cab includes a driver's cab body. There are multiple sets of wind resistance brake plates installed on the variable section area of the driver's cab body. The multiple sets of wind resistance brake plates are arranged side by side along the length of the cab body. It includes a plurality of brake unit plates arranged at lateral intervals along the outer contour of the variable cross-section area, the brake unit plates in the adjacent two groups of wind resistance brake plates are installed in dislocation, and the cab body is installed with a brake unit plate for closing or opening the brake unit plate. opening and closing drive mechanism.

The wind resistance braking devices disclosed in the prior art (3) and (4) mainly have the following technical problems and defects to be solved:

(1) In terms of the arrangement and installation position of the wind resistance braking device in the driver's cab, when the brake is turned on, it will have a great impact on the train driver's field of vision, and there is a great potential safety hazard;

(2) In terms of the arrangement and installation position of the wind resistance braking device in the driver's cab, the possibility of intrusion on both sides of the railway boundary in my country at this stage is relatively large, and further research is required in the follow-up;

(3) The wind resistance braking device is installed in batches in the cab of the high-speed train. The drive, transmission and control structures are complex and occupy a large space, which does not meet the transportation needs of miniaturization and light weight;

(4) The wind resistance braking device is installed in batches in the cab of the high-speed train. When the wind resistance braking device stops working, it is difficult for the surface of the wind vane to fully fit the streamlined surface of the head car of the high-speed train, and the driver of the head car of the high-speed train is difficult to fit completely. The curved surface of the chamber has extremely high technical requirements for aerodynamic appearance design, which will largely determine the overall performance of the new generation of high-speed trains. Therefore, the feasibility and practicability of arranging wind resistance braking devices in the cab of high-speed trains is low.

(5) The Chinese invention patent with the authorization announcement number CN109878473B and the invention name is the wind resistance braking device, which discloses a wind resistance braking device, including at least one set of first components, the components include: a base and a brake plate, a brake The plate is provided with a first extension; a driving device that can control the opening or closing of the brake plate, a first guide rail and a first slider on it, the first slider has a first protruding end; one end of the first pull rod is connected to the first The sliding block is rotatably connected, and the other end is rotatably connected with the first extension part; a first electric control lock is arranged near the first end of the first guide rail, and a second electric control lock is arranged near the second end; The assembly also includes 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 operation of the driving device to drive the first extension part to open or close the brake plate; the control unit The electronically controlled lock can be controlled to restrict or not restrict the first protrusion.

The wind resistance braking device of the high-speed train mainly has the following technical problems and defects to be solved:

(1) The "butterfly" wind resistance braking device is provided with two brake wind flaps facing away from the middle of the base. The connecting rod and the hinge structure are used to combine the movement of the wind flap with the movement of the slider on the track. During the driving process, the single brake flap is quickly opened by the wind resistance, and the windward angle of the brake flap gradually increases from zero to a certain angle when opening. Small, resulting in large instantaneous airflow disturbance, easy to induce vibration, local explosion, severe aerodynamic noise and other problems;

(2) The "butterfly" wind resistance braking device is provided with two brake wind flaps facing away from the middle of the base. When the brake is working, only the single front brake wind flap in the running direction is opened and braked in the forward direction. There are problems such as limited and single braking force, insufficient braking force and low utilization rate of braking wings;

(3) The "butterfly" wind resistance braking device is provided with two brake wind flaps facing away from the middle of the base. When the brake is working, the front single brake wind flap is opened in the forward direction, and the braking wind The inner side of the wing plate is used as the braking windward surface, which in turn causes the front part of the entire wind resistance braking device to be directly in the windward state or participate in the braking, resulting in poor local airflow and weakening of the positive pressure area, which in turn affects the continuous and stable performance. The braking force output is easy to induce vibration and severe aerodynamic noise.

To sum up, under the background of the great development of high-speed intelligent green railway equipment in my country at this stage, research and develop a kind of stable and reliable braking force in the high-speed braking stage of the train, multi-stage control, low aerodynamic noise, low impact in the high-speed opening stage and The wind resistance braking device suitable for high-speed trains with high braking efficiency is one of the problems to be solved urgently.

SUMMARY OF THE INVENTION

In order to overcome the following main technical problems and defects of the prior art:

(1) Similar to the "cat ear" type wind resistance braking device, the structure is complex, the weight is large, and the storage space occupies a large compartment;

(2) When the small distributed wind resistance braking device is in the braking position, the vortex airflow, vibration and serious aerodynamic noise are caused by the angle difference between the two brake plates;

(3) Hydraulic wind resistance braking device is cumbersome, the design of the car body is large, the diversion is not smooth, it can only be started in one direction, and the starting speed is slow;

(4) During the high-speed operation of the "butterfly" wind resistance braking device, due to the too small windward angle at the moment of opening the brake wind flap, the instantaneous airflow disturbance is large, which is easy to induce vibration, local explosion, severe aerodynamic noise, etc. At the same time, when the brake is working, only the single block of the front brake vane is opened in the forward direction. There are problems such as limited and single braking force, insufficient braking force and low utilization of the brake vane. The inner side of the wind vane is used as the braking windward surface, which causes the front part of the entire wind resistance braking device to be directly in the windward state or participate in the braking, resulting in poor local airflow and weakening of the positive pressure area, which in turn affects the continuous and stable performance. The braking force output is easy to induce vibration and aerodynamic noise.

In order to realize the multi-level regulation of the braking force during the braking operation of the wind resistance braking device of the high-speed train, the aerodynamic drag coefficient is large, the braking efficiency is high, the utilization rate of the braking wind blade is high, the storage space is small, the aerodynamic noise is small, and the braking wind blade is small. The plate opens smoothly and stably, thereby meeting the requirements of miniaturization, light weight, operational safety and stability of the new generation of high-speed train wind resistance braking device. The present invention proposes a new high-speed train wind resistance braking device.

In order to achieve the above technical purpose, the present invention adopts the following technical solutions to achieve.

A new type of wind resistance braking device for high-speed trains mainly includes a base 1, a braking wind flap (2, 3), a driving device (6, 7, 8, 9) and a control unit, and also includes side plates (10, 11) ), the roof streamlined appearance compensation component, the wind flap limit component, the reset buffer component, the brake wind flaps (2, 3) are two rows of front and rear, respectively, along the front and rear edges of the base 1 to install the fixing frame (4, 5) Rotate and install on top, symmetrically arranged front and rear, single row braking or double row braking can be selected when braking.

Preferably, the control unit and the driving device (6, 7, 8, 9), the compensation plate electric lock 41 and the first electric lock group (Q1, S1), the second electric lock group of the wind blade positioning assembly The electric control lock group (Q2, S2) is connected with the third electric control lock group (Q3, S3); the control unit is used to control the operation of the drive device (6, 7, 8, 9), and control the drive The devices (6, 7) run synchronously, and control the driving devices (8, 9) to run synchronously, so as to realize the opening and closing of the front and rear brake flaps (2, 3) respectively; the control unit is used to control the first The lock tongue Q6 of the electric control lock group (Q1, S1), the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) extends and retracts, respectively realizing the front and rear brake wind blades The positioning and locking work of the plates (2, 3); the control unit is used to respectively control the extension and retraction of the lock tongues 41A of the front and rear two groups of the electric control locks 41 of the compensation plates, so as to realize the front and rear roof compensation plates ( 12, 13) of the locking and opening work.

Preferably, the base 1 is a rectangular frame structure formed by the fixed connection between the base body 1A and the base connecting rod 1B, and mainly includes a fixed frame installation slot 1C symmetrically opened on both sides of the base body 1A, a compensation Board electric control lock installation part 1D and compensation board chute 1E.

Preferably, the fixing frame installation slot 1C of the base 1 , the compensation plate electric control lock installation part 1D and the compensation plate chute 1E are all centrally opened in pairs on the left and right sides of the base body 1A near the front and rear ends of the base body 1A. .

Preferably, the mounting and fixing brackets (4, 5) mainly include a fixing frame body 4A, a left-right symmetrically arranged fixing frame mounting hole 4B for being installed and fixed on the base 1, and a motor for connecting the fixing clip 24 Fixing clip mounting hole 4C, motor mounting hole 4D for fixing low-speed motor 6A, limiter mounting hole 4E for fixing limit assembly, and fixing slide shaft for fixing sleeve stopper (20, 21, 22) Mounting hole 4F.

Preferably, the braking wind flaps (2, 3) mainly include a wind flap leeward portion 2A, a wind flap upwind portion 2B, and a pair of wind flaps reinforced longitudinally on the inner side of the wind flap leeward portion 2A. The longitudinal rib portion 2C, the longitudinal rib portion 2C of the wind vane is provided with an upper mounting hole 2C1 of the longitudinal rib portion and a lower mounting hole 2C2 of the longitudinal rib portion, and the upper mounting hole 2C1 of the longitudinal rib portion is fixed on the connecting rod The shaft 33 is connected to the rotating shaft 33, and the lower mounting hole 2C2 of the longitudinal rib is fixedly connected to the output drive shaft 6C of the drive device through a key.

Preferably, the driving devices (6, 7, 8, 9) are mainly composed of a low-speed motor 6A, a safety clutch 6B and an output drive shaft 6C, and the four driving devices (6, 7, 8, 9) are respectively in The inner front and rear edges of the base 1 are symmetrically arranged in front, rear, left and right positions, and are respectively installed and fixed on the mounting brackets (4, 5); the output shaft of the low-speed motor 6A is connected with the safety clutch 6B, and the safety The other end of the clutch 6B is rotatably connected to the fixed clip 24 through the output drive shaft 6C in turn, and is fixedly connected to the lower mounting hole 2C2 of the longitudinal rib plate on the brake airfoil plate (2, 3) through a key, and then the rotational torque Transfer to brake the brake flaps (2, 3).

Preferably, the brake flaps (2, 3), under the limitation of the limiting components, respectively have two braking working positions, a main braking working position and an auxiliary braking working position, and one closing stop position. bit.

Preferably, the main braking working position of the brake wind flaps (2, 3) is to brake at 75 degrees between the windward part 2B of the wind flap and the roof in the direction in which the train runs; the brake wind flaps ( 2, 3) The auxiliary braking working position is to brake at 75 degrees between the leeward part 2A of the wind flap and the roof in the running direction of the train; the closing stop position of the braking wind flap (2, 3) is the wind flap The windward part 2B of the panel is flush with the roof surface and is in a closed and locked state.

Preferably, the combination mode of the braking working position of the braking vanes (2, 3) is that the main and auxiliary braking working position wind vanes can be used as any one of the main and auxiliary braking working positions according to the train running braking and bidirectional running requirements toward the running direction of the train. The braking method of a single row of braking or the main and auxiliary braking working positions jointly with double row braking.

Preferably, the surface of the windward windward portion 2B of the wind vane of the brake vanes (2, 3) is consistent with the appearance and shape extension design of the roof surface of the high-speed train, so that a smooth fit transition can be achieved.

Preferably, the side plates (10, 11) are symmetrically arranged on the base body 1A on the left and right sides of the base 1, and mainly include a side plate body 10A and a side plate upper part 10B. The side plate body 10A The upper part is provided with a slot 10C for the electric control locking plate of the compensation plate and a mounting hole 10D for the side plate.

Preferably, the surface shape of the upper part 10B of the side plate (10, 11), the roof surface of the high-speed train and the surface of the windward part 2B of the wind vane plate of the braking wind plate (2, 3) are designed to extend in appearance and shape. Consistent for a smooth fit transition.

Preferably, the roof streamlined appearance compensation component mainly includes a roof compensation plate (12, 13), a compensation plate supporting slider 25, a compensation plate chute baffle 36, a spring supporting sliding block 37, and a spring supporting fixing block 38 , Supporting compression springs (39, 40), compensation plate electric control lock 41 and compensation plate chute 1E, the roof compensation plate (12, 13) is arranged at the front and rear positions of the base 1 of the high-speed train wind resistance braking device , When the braking work and the opening and closing of the braking airfoil plate (2, 3), the lower end surface of the outer side of the braking airfoil plate (2, 3) slides relatively and is in close contact with each other.

Preferably, the bottom sides of the left and right ends of the compensation plates ( 12 , 13 ) are respectively fixedly connected with the compensation plate support sliders 25 , and the compensation plate support sliders 25 are symmetrically arranged and slidably connected to the front and rear of the base 1 . In the compensation plate chute 1E at the side end.

Preferably, the compensation plate support slider 25 mainly includes a support slider compensation plate connecting portion 25B and a support slider sliding portion 25C connected to the support slider body 25A, and the support slider compensation plate connecting portion 25B passes through Bolts are fixedly connected to the bottom of one end of the roof compensation plate (12, 13).

Preferably, from top to bottom in the compensating plate chute 1E, the sliding part 25C of the supporting slider, the spring supporting sliding block 37 , which is slidably installed, are fixedly installed at the bottom of the compensating plate chute 1E. The spring supporting and fixing block 38 and the supporting compression springs (39, 40) installed in the middle of the spring supporting sliding block 37 and the spring supporting and fixing block 38 are connected.

Preferably, the cross section of the compensating plate chute 1E is a rectangular lead groove, and the front and rear are respectively opened along the oblique downward direction of the outer side of the wind resistance braking device.

Preferably, the two supporting compression springs ( 39 , 40 ) are designed to be symmetrically arranged in the middle of the spring supporting sliding block 37 and the spring supporting fixing block 38 .

Preferably, 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 and rear ends of the base body 1A of the base 1 .

Preferably, the upper surface of the compensation plate (12, 13) is consistent with the surface appearance and shape extension design of the roof of the high-speed train and the braking airfoil plate (2, 3) of the wind resistance braking device, which can achieve a smooth fit transition.

Preferably, the side edges of the compensation plates (12, 13) near the center of the wind resistance braking device are wrapped with easy-slip soft materials.

Preferably, the wind vane limiting assembly mainly includes a fixed sliding shaft (20, 21, 22), a buffer spring (26), and a wind vane supporting sliding body (27, 28, 29, 30, 31, 32) , front right limit assembly (O, M), rear right limit assembly (N, P), front middle limit assembly (S, Q), rear middle limit assembly (R, T), front left limit assembly (U, W), rear left limit assembly (V, X), front push-pull rods (14, 15, 16), rear push-pull rods (17, 18, 19); the wind flap supports the sliding body ( 27, 28, 29, 30, 31, 32) are respectively slidably sleeved on the front and rear sliding shaft bodies (20A) of the fixed sliding shafts (20, 21, 22); the buffer springs (26) are respectively sleeved on the On the fixed sliding shafts (20, 21, 22), a support force is provided for the opening process of the brake air flaps (2, 3), and a buffer is provided for the closing and resetting process.

Preferably, the fixed sliding shafts (20, 21, 22) are slidably fitted with two sections of the sliding shaft bodies (20A), The middle part of the sliding shaft is connected (20B), the sliding shaft limiting part (20C) and the fixed connecting shaft part (20D); the fixed sliding shafts (20, 21, 22) are symmetrically arranged in three groups along the longitudinal direction of the train roof, respectively It is fixedly installed between the installation fixing brackets (4, 5) before and after the wind resistance braking device through the sliding shaft limiting portion (20C) and the fastening bolt devices at both ends.

Preferably, the wind vane plate supporting sliding bodies (27, 28, 29, 30, 31, 32) mainly include a sliding body body (27A), and sliding bodies provided on the left and right sides of the upper part of the sliding body body (27A). The push-pull rod connecting shaft (27B) and the sliding body sliding hole (27C) formed through longitudinally extending through the lower part are respectively slidably sleeved on the sliding shaft body (20A) of the fixed sliding shafts (20, 21, 22). The push-pull rod connecting shaft (27B) rotates left and right to connect the front push-pull rod members (14, 15, 16) and the rear push-pull rod members (17, 18, 19), and the front push-pull rod members (14, 15, 16) and the rear The other ends of the push-pull rods (17, 18, 19) are connected to the brake air flaps (2, 3) through the pull-rod connecting shaft (33).

Preferably, the buffer springs (26) are compression springs, which are respectively sleeved on the fixed sliding shafts (20, 21, 22), and the two ends are respectively fixed and installed on the central connecting body (20B) of the sliding shafts and the In the spring storage grooves on the inner side of the wind vane plate supporting sliding body (27, 28, 29, 30, 31, 32), along with the wind vane plate supporting the sliding body (27, 28, 29, 30, 31, 32) Compression or reset due to longitudinal movement.

Preferably, the front right limit components (O, M), the rear right limit components (N, P), the front middle limit components (S, Q), the rear middle limit components (R, T), The front left limit components (U, W) and the rear left limit components (V, X) are respectively fixed and rotated in groups on the inner side of the mounting brackets (4, 5), mainly including the first electric control lock group (Q1 , S1), the second electric control lock group (Q2, S2), the third electric control lock group (Q3, S3), the electric control lock installation frame (Q4) and the installation positioning plate (Q5), the first electric control lock The lock group (Q1, S1) is used for the locking limit of the brake flaps (2, 3) in the main braking position, the second electric control lock group (Q2, S2) and the third electric control The lock group (Q3, S3) is used for the locking limit of the brake air flaps (2, 3) in the auxiliary braking position, and the electric control lock mounting bracket (Q4) and the installation positioning plate (Q5) are used for Install and locate on 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).

The beneficial effects of the present invention are as follows: the novel wind resistance braking device for high-speed trains mainly includes a base 1, a braking wind flap (2, 3), a driving device (6, 7, 8, 9), a control unit, a side plate (10, 11), roof streamlined appearance compensation components, wind flap limit components, reset buffer components, etc. By rotating and installing the front and rear two rows of brake flaps (2, 3) on the mounting brackets (4, 5) along the front and rear edges of the base 1 respectively, the braking method of single row braking or double row main and auxiliary braking can be realized. , can realize the multi-level regulation of the braking force of the high-speed train wind resistance braking device when braking, effectively increase the aerodynamic resistance coefficient, the braking efficiency is high, the utilization rate of the brake wind blade is high, and the brake wind blade opens smoothly and stably; The front and rear of the wind resistance braking device are respectively equipped with a streamlined appearance compensation component on the roof, and the streamlined appearance design of the braking wind panel and the side panel surface and the roof surface are unified, which can effectively weaken the partial outer area of the wind blade during the braking process and in the closed state. The vortex effect of the flow field greatly reduces the aerodynamic noise, and at the same time reduces the aerodynamic resistance in the closed state, etc., to meet 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 of drawings

1 is a three-dimensional structural view of a novel high-speed train wind resistance braking device of the present invention;

2 is a top view of a novel high-speed train wind resistance braking device of the present invention;

Fig. 3 is the sectional view of the A-A place of Fig. 2 of the present invention;

Fig. 4 is the B direction projection view of Fig. 3 of the present invention;

Fig. 5 is the sectional view at CC of Fig. 2 of the present invention;

Fig. 6 is the partial enlarged view of D place of Fig. 3 of the present invention;

Fig. 7 is the sectional view of the EE place of Fig. 6 of the present invention;

8 is a partial three-dimensional structural cross-sectional view of a novel high-speed train wind resistance braking device of the present invention;

Fig. 9 is the partial enlarged view of the F place of Fig. 8 of the present invention;

FIG. 10 is a three-dimensional structural view of the base of the present invention and a partial enlarged view at L;

11 is a cross-sectional view of the assembled three-dimensional structure of the base and the compensation component of the present invention;

Fig. 12 is the partial enlarged view of place I and J of Fig. 11 of the present invention;

Fig. 13 is the sectional view at H-H of Fig. 12 of the present invention;

FIG. 14 is a perspective structural view of the brake wind flap of the present invention;

Figure 15 is a perspective structural view of the mounting fixture of the present invention;

Figure 16 is a perspective structural view of the drive device of the present invention;

Figure 17 is a perspective structural view of a side plate of the present invention;

Figure 18 is a perspective structural view of the roof compensation plate of the present invention;

Figure 19 is a perspective structural view of the fixed sliding shaft of the present invention;

FIG. 20 is a three-dimensional structural view of the fixing clip of the present invention;

Figure 21 is a three-dimensional structural view of the wind vane plate supporting sliding body of the present invention;

FIG. 22 is a three-dimensional structural view of the limiting assembly of the present invention;

Figure 23 is a perspective structural view of a part of the roof compensation assembly of the present invention;

24 is a schematic diagram of a non-working state of a novel high-speed train wind resistance braking device of the present invention;

Figure 25 is a schematic diagram of the braking working state of the main braking position of the brake wind flap of a novel high-speed train wind resistance braking device of the present invention;

Fig. 26 is a schematic diagram of the working state of the auxiliary braking position of the braking wind flap of a novel high-speed train wind resistance braking device of the present invention;

FIG. 27 is a schematic diagram of the working state of the main braking position and the auxiliary braking position of the braking wind flap of a novel high-speed train wind resistance braking device of the present invention, in which the main braking position and the auxiliary braking position cooperate with each other.

In the figure: base 1; base body 1A; base connecting rod 1B; fixing frame installation slot 1C; compensation plate electric control lock installation supplement 1D; compensation plate chute 1E; Wind vane leeward part 2A; wind vane plate windward part 2B; wind vane longitudinal rib part 2C; longitudinal rib part upper mounting hole 2C1; longitudinal rib part lower mounting hole 2C2; Frame body 4A; fixing frame mounting hole 4B; motor fixing clip mounting hole 4C; motor mounting hole 4D; limit device mounting hole 4E; fixed sliding shaft mounting hole 4F; drive device (6, 7, 8, 9); Electric motor 6A; safety clutch 6B; output drive shaft 6C; side plates (10, 11); side plate body 10A; (12, 13); Compensation plate body 12A; Compensation plate support slider installation slot 12B; Front push-pull rods (14, 15, 16); Rear push-pull rods (17, 18, 19); 21, 22); sliding shaft body 20A; sliding shaft central part 20B; sliding shaft limiting part 20C; fixed connecting shaft part 20D; 24C; compensation plate supporting slider 25; supporting slider body 25A; supporting slider compensation plate connecting portion 25B; supporting slider sliding portion 25C; buffer spring 26; 31, 32); sliding body body 27A; sliding body push-pull rod connecting shaft 27B; sliding body sliding hole 27C; Plate body 36A; inner chute 36B of baffle plate; spring supporting sliding block 37; spring supporting fixing block 38; supporting compression springs (39, 40); Electric control locking plate 42; front right limit components (O, M); rear right limit components (N, P); front middle limit components (S, Q); rear middle limit components (R, T); Front left limit assembly (U, W); rear left limit assembly (V, X); the first electric control lock group (Q1, S1); the second electric control lock group (Q2, S2); the third electric control Lock group (Q3, S3); electric control lock installation frame Q4; installation frame holder Q401; installation frame body Q402; installation positioning plate Q5; lock tongue Q6.

Detailed ways

The present invention will be further described below in conjunction with the accompanying drawings.

As shown in Figures 1 to 5, a new type of wind resistance braking device for high-speed trains mainly includes a base 1, a braking wind flap (2, 3), a driving device (6, 7, 8, 9) and a control unit ( (not shown in the figure), side panels (10, 11), roof streamlined appearance compensation components, wind flap limit components, reset buffer components. Said brake airfoil plates (2, 3) are rotatably installed on the mounting brackets (4, 5) along the front and rear edges of the base 1 in the front and rear rows respectively, and are arranged longitudinally and symmetrically in the longitudinal direction of the train. When working, according to the braking and two-way operation requirements, the braking mode of the single-row fan plate or the main and auxiliary cooperation of the double-row fan plate can be activated.

As shown in Figures 1, 2, and 4, the control unit, the drive device (6, 7, 8, 9), the compensation plate electric lock 41 and the first electric lock group (Q1) of the wind vane positioning assembly , S1), the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) are connected; the control unit is used to control the driving device (6, 7, 8, 9) run, control the driving devices (6, 7) to run synchronously, control the driving devices (8, 9) to run synchronously, and realize the opening and closing of the front and rear brake flaps (2, 3) respectively; the control unit It is used to respectively control the extension and retraction of the lock tongue 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), respectively. Realize the positioning and locking of the front and rear brake flaps (2, 3); the control unit is used to respectively control the extension and retraction of the electric control lock tongues 41A of the front and rear two groups of the compensation plates, respectively. Locking and opening of the roof compensation panels (12, 13). The drive devices (6, 7, 8, 9) are mainly composed of a low-speed motor 6A, a safety clutch 6B and an output drive shaft 6C, and the four drive devices (6, 7, 8, 9) are respectively mounted on the base 1. The inner front and rear edges are symmetrically arranged in front, rear, left and right positions, and are respectively installed and fixed on the mounting brackets (4, 5); the output shaft of the low-speed motor 6A is connected with the safety clutch 6B, and the other end of the safety clutch 6B is connected. The output drive shafts 6C are respectively rotatably connected with the fixing clips 24 in turn, and are fixedly connected with the lower mounting holes 2C2 of the longitudinal rib plate on the brake airfoil plates (2, 3) by keys, so as to transmit the rotational torque to the brake flaps (2, 3). The braking wind flaps (2, 3).

As shown in Figures 1, 8, 10, 11, and 12, the base 1 is a rectangular frame structure composed of a base body 1A and a base connecting rod 1B fixedly connected, mainly including two sides of the base body 1A, respectively. A fixed frame installation slot 1C, a compensation plate electric control lock installation part 1D and a compensation plate chute 1E are symmetrically opened. The fixing frame mounting slot 1C of the base 1 , the compensation plate electric control lock mounting portion 1D and the compensation plate chute 1E are all centrally opened in left and right pairs near the front and rear ends of the base body 1A.

As shown in Figures 1 and 15 , the mounting and fixing brackets (4, 5) mainly include a fixing frame body 4A, a left-right symmetrically arranged fixing frame mounting hole 4B for being installed and fixed on the base 1, and a connecting and fixing card Motor fixing clip mounting hole 4C of component 24, motor mounting hole 4D for fixing low-speed motor 6A, limit device mounting hole 4E for fixing the limit assembly, and fixed sleeve limit device fixing slide shafts (20, 21, 22) The fixed sliding shaft mounting hole 4F.

As shown in FIGS. 1 and 14 , the braking wind vanes (2, 3) mainly include a wind vane leeward portion 2A, a wind vane upwind portion 2B, and the inner side of the wind vane leeward portion 2A is longitudinally reinforced in pairs The longitudinal rib portion 2C of the wind vane plate is provided with an upper mounting hole 2C1 of the longitudinal rib portion and a lower mounting hole 2C2 of the longitudinal rib portion, and the upper mounting hole 2C1 of the longitudinal rib portion The upper fixed connecting rod is connected to the rotating shaft 33, and the lower mounting hole 2C2 of the longitudinal rib is fixedly connected to the output driving shaft 6C of the driving device through a key. The surface of the windward portion 2B of the wind vane plate of the braking wind vane plate (2, 3) is consistent with the appearance and shape extension design of the roof surface of the high-speed train, and can achieve a smooth fit transition.

The brake airfoil plates (2, 3) respectively have two braking working positions and one closing stop position, a main braking working position and an auxiliary braking working position, under the limitation of the limiting components. The main brake working position is the 75-degree braking between the windward part 2B of the wind vane and the roof in the direction of train running, and the auxiliary braking working position is that the leeward part 2A of the wind vane is 75 degrees to the roof in the running direction of the train The braking and closing stop position is that the windward part 2B of the wind flap is flush with the roof surface and is in a closed and locked state. According to the requirements of braking and two-way operation, the combination of the braking position is toward the running direction of the train. According to the braking and two-way operation requirements of the train, the main and auxiliary braking positions can be used for either single-row braking or main-auxiliary brakes. The braking method of the two-row common braking in the working position.

As shown in Figures 1, 3, 6, 7, 10, and 23, the roof streamlined appearance compensation components mainly include roof compensation plates (12, 13), compensation plate support sliders 25, compensation plate chute baffles 36, springs The supporting sliding block 37 , the spring supporting fixing block 38 , the supporting compression springs ( 39 , 40 ), and the compensation plate electric control lock 41 . The roof compensation plates (12, 13) are arranged at the front and rear ends of the base 1, and are connected in contact with the brake wind flaps (2, 3) during braking operation and when the wind flaps are opened and closed; The compensating plates (12, 13) are fixedly connected with the compensating plate supporting sliders 25 on both sides respectively; the compensating plate supporting sliding blocks 25 are arranged symmetrically on the left and right, and mainly include a supporting sliding block connected to the supporting sliding block body 25A A compensation plate connecting portion 25B and a supporting slider sliding portion 25C, the supporting slider compensation plate connecting portion 25B is fixedly connected to one end of the roof compensation plate (12, 13) by bolts, and the supporting slider sliding portion 25C is in the form of a bolt. It has a square structure and is slidably connected in the compensating plate chute 1E of the base 1 .

In the compensating plate chute 1E of the base 1, from top to bottom, the supporting slider sliding part 25C, which is slidably installed, the spring supporting sliding block 37, which is slidably installed, is fixedly installed at the bottom of the compensating plate chute 1E. The spring support fixing block 38 and the support compression springs (39, 40) installed in the middle of the spring support sliding block 37 and the spring support fixing block 38, the support compression springs (39, 40) are two in the spring. The supporting sliding block 37 and the spring supporting fixing block 38 are symmetrically arranged in the middle. 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 and rear ends of the base body 1A of the base 1, and the compensation plate electric control lock tongue 41A is stopped when braking is stopped. Extends out, is located at the bottom of the left and right sides of the roof compensation plate (12, 13), and is in a clamped state.

The specific working mode of the wind resistance braking device roof streamline appearance compensation component is: when the high-speed train opens the wind resistance braking device open command, the lock tongue 41A of the left and right two compensation plate electric control locks 41 corresponding to the brake wind flaps is activated to retract. Further, under the driving of the driving device (6, 7, 8, 9), the brake flaps (2, 3) are opened, and under the frontal thrust of the lower part of the brake flaps (2, 3), the The roof compensation plates (12, 13) are moved obliquely forward and downward by compressing and supporting the compression springs (39, 40) through the left and right two compensation plate support sliders 25 located in the compensation plate chute 1E of the base 1 , and at the same time, under the action of the restoring force of the supporting compression springs (39, 40), the roof compensation plates (12, 13) are tightly pressed against the lower edge of the brake flaps (2, 3), Realize zero gap wind resistance braking of positive windward contact surface. When the train stops braking, the high-speed train turns on the wind resistance braking device closing command, at this time the brake wind flaps (2, 3) are gradually closed under the reverse driving of the driving device, and the roof compensation plate (12) , 13) Under the action of the restoring force of the compression and support compression springs (39, 40), the compensation plate is electrically controlled after it is gradually pushed back to the position flush with the roof surface and the surface of the brake wind panel (2, 3). The lock tongue 41A of the lock 41 protrudes, and the compensation plates (12, 13) are clamped from the lower left and right sides respectively to complete the braking compensation of the streamlined appearance of the roof during braking.

As shown in Figures 1, 2, 3, 8, 9, 19, 21, and 22, the wind vane limiting assembly mainly includes a fixed sliding shaft (20, 21, 22), a buffer spring 26, and a wind vane supporting sliding body (20, 21, 22). 27, 28, 29, 30, 31, 32), front right limit assembly (O, M), rear right limit assembly (N, P), front middle limit assembly (S, Q), rear middle limit Components (R, T), front left limit components (U, W), rear left limit components (V, X), front push-pull rods (14, 15, 16), rear push-pull rods (17, 18, 19). The fixed sliding shafts ( 20 , 21 , 22 ) are slidably fitted with two sections of the sliding shaft body 20A of the wind vane plate supporting the sliding bodies ( 27 , 28 , 29 , 30 , 31 , 32 ), and the sliding shaft central part 20B , a sliding shaft limiting portion 20C and a fixed connecting shaft portion 20D. The fixed sliding shafts (20, 21, 22) are arranged symmetrically in three groups along the longitudinal direction of the train roof, passing through the sliding shaft limiting portion 20C and the two ends respectively. The fastening bolt device is fixedly installed between the installation fixing brackets (4, 5) before and after the wind resistance braking device. The wind vane plate supporting sliding bodies (27, 28, 29, 30, 31, 32) mainly include a sliding body body 27A, a sliding body push-pull rod connecting shaft 27B arranged on the left and right sides of the upper part of the sliding body body 27A, and the longitudinal direction of the lower part. The sliding body sliding holes 27C opened through are respectively slidably sleeved on the sliding shaft body 20A of the fixed sliding shafts (20, 21, 22). 14, 15, 16) and the rear push-pull rods (17, 18, 19), the other ends of the front push-pull rods (14, 15, 16) and the rear push-pull rods (17, 18, 19) pass through the pull rods The connecting shaft 33 is connected to the braking air flaps (2, 3). The buffer springs 26 are compression springs, which are respectively sleeved on the fixed sliding shafts (20, 21, 22), and the two ends are respectively fixedly installed on the sliding shaft middle connecting body 20B and the wind flap supporting sliding body ( 27, 28, 29, 30, 31, 32) in the inner spring storage grooves, which are compressed or reset with the longitudinal movement of the wind vane support sliding bodies (27, 28, 29, 30, 31, 32).

The front right limit components (O, M), the rear right limit components (N, P), the front middle limit components (S, Q), the rear middle limit components (R, T), the front left limit components The components (U, W) and the rear left limit components (V, X) are respectively fixed and rotated in groups on the inner side of the mounting brackets (4, 5), mainly including the first electric control lock group (Q1, S1), The second electric control lock group (Q2, S2), the third electric control lock group (Q3, S3), the electric control lock mounting frame Q4 and the installation positioning plate Q5, the first electric control lock group (Q1, S1) is used for The second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) use For the locking limit of the brake flaps (2, 3) in the auxiliary braking position, the electric control lock mounting frame Q4 and the installation positioning plate Q5 are used for 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 installed and positioned.

The specific working mode of the wind wing plate limit assembly of the wind resistance braking device is: when the high-speed train opens the wind resistance braking device opening command, driven by the driving device (6, 7) or the driving device (8, 9), the wind wing is braked. The plate 2 or the brake flap plate 3 is gradually opened, and then the wind flap support sliding body in the stop position is driven by the front push-pull rod (14, 15, 16) group or the rear push-pull rod (17, 18, 19) group ( 27 , 29 , 31 ) or the wind vane plate supporting sliding body ( 28 , 30 , 32 ) compresses the buffer spring 26 to longitudinally slide to the outside. When braking at the auxiliary braking position and the working position, when the wind blade supporting sliding body (27, 29, 31) or the wind blade supporting sliding body (28, 30, 32) slides to the third electric control lock group (Q3 , S3) position, the trigger lock tongue Q6 is opened and passed, the second electric control lock group (Q2, S2) lock tongue Q6 maintains the extended state, the safety of the driving device (6, 7) or the driving device (8, 9) When the clutch 6B is opened, the brake flap 2 or the brake flap 3 stops rotating and is locked in the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) between positions, apply the brakes. When the main brake position and the working position are braked, the position locks 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) are triggered Tongue Q6 opens and passes through, and moves to the main braking position, that is, locking between the first electric control lock group (Q1, S1) and the sliding shaft limit part 20C of the fixed sliding shafts (20, 21, 22), The safety clutch 6B of the driving device (6, 7) or the driving device (8, 9) is opened, and the brake flap 2 or the brake flap 3 stops rotating to perform braking.

As shown in Figures 1 and 17, the side plates (10, 11) are symmetrically arranged on the base body 1A on the left and right sides of the base 1, and mainly include a side plate body 10A and a side plate upper part 10B. The side plate body 10A is provided with a slot 10C for the electric control locking plate of the compensation plate and a side plate mounting hole 10D. The surface of the upper part 10B of the side plate (10, 11) is the same as that of the roof surface of the high-speed train and the surface appearance and shape of the windward part 2B of the wind vane plate of the brake wind plate (2, 3). Smooth fit transition, with good diversion characteristics.

Braking working implementation of a new type of high-speed train wind resistance braking device according to the present invention (refer to Figures 24-27)

(1) Implementation scheme of single-row braking work

Ⅰ: Front brake wind flap brake (main brake position brake)

When the high-speed train turns on the wind resistance braking device and the front brake wind panel brake opening command, the control unit triggers the lock tongue 41A of the left and right two compensation plate electric control locks 41 corresponding to the front roof streamline appearance compensation component to retract and drive The devices (6, 7) are activated and 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 retracted at the lock tongue Q6. At this time, the roof compensation plate 12 is in the open state, and the driving device (6, 7) starts to drive the brake wind flap 2 to gradually open, and then drives the wind at the stop position through the front push-pull rod (14, 15, 16) group. The wing plate supporting sliding body (27, 29, 31) slides longitudinally forward, and the compression buffer spring 26 is gradually reset under the action of the restoring force. At the same time, under the frontal thrust of the lower part of the brake flap 2, the roof compensation plate 12 compresses and supports the compression spring ( 39, 40) and move obliquely forward and down, and at the same time, under the action of the restoring force of the supporting compression springs (39, 40), the roof compensation plate 12 is tightly pressed against the brake flap 2. edge. When the wind flap 2 drives the wind flap supporting sliding body (27, 29, 31) to move to the main braking position, that is, the first electric control lock group (Q1, S1) and the fixed sliding shaft (20, 21, 22) between the sliding shaft limiting parts 20C, the safety clutch 6B of the driving device (6, 7) is opened, and the brake wind blade 2 stops rotating to perform braking.

After the braking, the high-speed train turns on the wind resistance braking device and the front brake wind panel brake close command, the control unit triggers the driving device (6, 7) to start the reverse rotation, 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) position the lock tongue Q6 to retract, the safety clutch 6B of the driving device (6, 7) is closed and reversed, driving the brake wind blade The plate 2 is gradually closed, and then the front push-pull rods (14, 15, 16) drive the wind vane plate supporting sliding body (27, 29, 31) in the main braking position to slide longitudinally rearward, compress the buffer spring 26, and slide The drives (6, 7) are switched off after reaching the stop position. At the same time, after the roof compensation plate 12 is gradually pushed back to the position flush with the roof surface and the surface of the brake wind panel 2 under the action of the restoring force of the compression support compression springs (39, 40), the compensation plate is electrically controlled. The lock tongue 41A of the lock 41 protrudes from the left and right sides of the lower part to lock, and the braking is completed.

Ⅱ: Rear brake wind flap brake (auxiliary brake position brake)

When the high-speed train turns on the wind resistance braking device, the rear brake wind panel brake opening command, the control unit triggers the lock tongue 41A of the left and right two compensation plate electric control locks 41 corresponding to the rear roof streamline appearance compensation component to retract and drive The devices (8, 9) are activated and the third electronically controlled lock group (Q3, S3) is retracted at the latch Q6. At this time, the roof compensation plate 13 is in the open state, and the driving device (8, 9) starts to drive the brake wind flap 3 to open gradually, and then drives the wind at the stop position through the rear push-pull rod (17, 18, 19) group. The wing plate supporting sliding bodies (28, 30, 32) slide longitudinally to the rear, and the compression buffer spring 26 is gradually reset under the action of the restoring force. At the same time, under the frontal thrust of the lower part of the brake flap 3, the roof compensation plate 13 compresses and supports the compression spring ( 39, 40) and move diagonally forward and down, and at the same time, under the action of the restoring force of the supporting compression springs (39, 40), the roof compensating plate 13 is tightly pressed against the lower edge of the brake flap 3. When the wind blade 2 drives the lower wind blade supporting sliding body (28, 30, 32) to move to the auxiliary braking position, that is, the third electric control lock group (Q3, S3) position and the second electric control lock group (Q2, S2) lock between positions, the safety clutch 6B of the driving device (8, 9) is opened, and the brake airfoil plate 3 stops rotating to perform braking.

After braking, the high-speed train turns on the wind resistance braking device and the front brake wind flap brake close command, the control unit triggers the driving device (8, 9) to start the reverse rotation, and the third electric control lock group (Q3, S3) is in position The lock tongue Q6 is retracted, the safety clutch 6B of the driving device (8, 9) is closed and reversed, and the driving brake flap 3 is gradually closed, and then driven by the rear push-pull rod (17, 18, 19) group to be in auxiliary braking The wind vane plate supporting sliding body (28, 30, 32) in position slides longitudinally forward, compresses the buffer spring 26, slides to the stop position, and then the driving device (8, 9) is turned off. At the same time, after the roof compensation plate 13 is gradually pushed back to a position flush with the roof surface and the surface of the brake wind flap 3 under the action of the restoring force of the compression support compression springs (39, 40), the compensation plate is electrically controlled. The lock tongue 41A of the lock 41 protrudes from the left and right sides of the lower part to lock, and the braking is completed.

(2) Implementation scheme of double-row braking

The double-row braking work of the new high-speed train wind resistance braking device is implemented as the above-mentioned front row braking wind blade braking (main braking position braking) and rear braking wind blade braking (auxiliary braking position braking). The brake opening process can be opened synchronously or asynchronously. For the control and implementation, please refer to the single-row braking solution.

The wind resistance braking device of the present invention mainly has the following advantages:

(1) This new type of high-speed train wind resistance braking device adopts two front and rear rows of symmetrically arranged brake wind panels that can be rotatably connected along the front and rear edges of the base respectively. During braking work, any single row can be selected according to the requirements of braking and two-way operation. The way of braking or double row with braking. It has the advantages of multi-level regulation of braking force during braking work, large aerodynamic drag coefficient, high braking efficiency and high utilization rate of braking wind flaps;

(2) This new type of high-speed train wind resistance braking device adopts two front and rear rows of symmetrically arranged brake wind panels that can be rotatably connected along the front and rear edges of the base respectively. When the main braking position is working, the front of the brake wind panels has a streamlined appearance and a smooth surface. Windward braking can effectively reduce the vibration and aerodynamic noise of the brake flap under the action of wind load;

(3) This new type of high-speed train wind resistance braking device adopts two front and rear rows of symmetrically arranged brake flaps that can be rotatably connected along the front and rear edges of the base respectively. It is gradually opened in the forward direction, which effectively avoids the problems such as large instantaneous airflow disturbance, easy to induce vibration, local explosion, severe aerodynamic noise, etc. due to the too small windward angle when other wind resistance braking devices are opened in the opposite direction. Provides a better opening condition for the rear auxiliary brake position brake flap;

(4) The new high-speed train wind resistance braking device adopts the roof streamline appearance compensation component, which can realize the wind resistance braking device brake wind flap during the opening and braking process, the lower part of the wind flap is closely fitted, which is conducive to noise reduction, Avoid vibration; at the same time, it can realize the locking of the overall device after the wind flap is closed and the smooth transition of the streamlined appearance surface, which can effectively reduce the drag coefficient of high-speed trains in the non-braking process;

(5) The wind resistance braking device of the new high-speed train adopts the wind wing plate limit component and the reset buffer component, which can realize the exchange selection of the main auxiliary position of the wind resistance brake device braking wind wing plate, realize the three-level regulation of the braking force, and at the same time The matching reset buffer component effectively avoids the collision damage during the closing process of the brake wind flap, and realizes a smooth shutdown;

(6) The left and right sides of the new high-speed train wind resistance braking device adopt a side plate structure whose installation surface is consistent with the appearance and shape extension of the high-speed train roof surface, which can realize the smooth transition between the whole device and the roof surface after the wind flap is closed. It can effectively reduce the drag coefficient of high-speed trains in the non-braking process;

(7) Most of the new high-speed train wind resistance braking devices are mechanical mechanisms, and are driven by low-power and low-speed motors, which have the advantages of compact structure, small footprint, safety and reliability, low cost, and easy maintenance.

It should be noted that the "left", "right", "front", "rear", "inside", "outside", "upper", "lower" and other indication orientations or positional relationships mentioned in this document are Based on the positional relationship shown in the drawings, it is only for the convenience of describing the technical solution and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore cannot be understood as To limit the technical solution, the connection relationship may refer to a direct connection relationship or an indirect connection relationship; in addition, the terms "first", "second", "third" etc. mentioned in this document are only used describe purpose and should not be construed as indicating or implying relative importance.

Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, provided that these 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 these modifications and variations.

Claims (27)

1. A new type of wind resistance braking device for high-speed trains, mainly comprising a base (1), a braking wind flap (2, 3), a drive device (6, 7, 8, 9) and a control unit, characterized in that: It also includes side panels (10, 11), a roof streamlined appearance compensation component, a wind flap limiting component, and a reset buffer component. The seat (1) is installed on the mounting brackets (4, 5) at the front and rear edges, and the front and rear are symmetrically arranged. Single-row braking or double-row braking can be selected for braking work; the roof streamline appearance compensation component is set At the front and rear ends of the high-speed train wind resistance braking device base (1), when the brake is working and the brake wind flaps (2, 3) are opened and closed, the roof compensation plate ( 12, 13) and the lower end surfaces of the outer side of the brake airfoil plates (2, 3) are slid relative to each other and are in close contact with each other. 2. A new type of wind resistance braking device for high-speed trains according to claim 1, characterized in that: the control unit, the driving device (6, 7, 8, 9), the compensation board electric control lock (41) and 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) of the wind blade positioning assembly; the control unit is used for Control the synchronous operation of the driving devices (6, 7, 8, 9) on the same side, and realize the opening and closing of the front and rear brake flaps (2, 3) respectively; the control unit is used to control the first electric control lock respectively. The lock tongue (Q6) of the group (Q1, S1), the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) extends and retracts to realize the front and rear brake wind flaps respectively. Positioning and locking work of (2, 3); the control unit is used to control the extension and retraction of the lock tongues (Q6) of the front and rear two groups of the compensation plate electric control locks (41) respectively, so as to realize the front and rear roofs respectively. The locking and opening work of the compensation plates (12, 13). 3. A new type of wind resistance braking device for high-speed trains according to claim 1, characterized in that: the base (1) is composed of a base body (1A) and a base connecting rod (1B) that are fixedly connected. The rectangular frame structure mainly includes a fixed frame installation slot (1C) symmetrically opened on both sides of the base body (1A), a compensation plate electric control lock installation part (1D) and a compensation plate chute (1E). 4. A new type of wind resistance braking device for high-speed trains according to claim 3, characterized in that: the mounting groove (1C) of the fixing frame of the base (1), the mounting part (1D) of the electric control lock of the compensation plate and the Compensation plate sliding grooves (1E) are centrally opened in left and right pairs at positions close to the front and rear ends of the base body (1A). 5. A new type of wind resistance braking device for high-speed trains according to claim 1, characterized in that: the mounting and fixing frames (4, 5) mainly comprise a fixing frame body (4A), left and right symmetrically arranged for installation and fixing The mounting hole (4B) for the fixing frame on the base (1), the mounting hole (4C) for the motor fixing clip for connecting the fixing clip (24), and the motor mounting hole (4D) for fixing the low-speed motor (6A) , The limit device mounting hole (4E) for the fixed installation of the limit assembly and the fixed slide shaft mounting hole (4F) for the fixed sliding shaft (20, 21, 22) of the fixed sleeve limit device. 6. A new type of wind resistance braking device for high-speed trains according to claim 1, characterized in that: the braking wind vanes (2, 3) mainly comprise a windward leeward part (2A) of the wind vane, a windward windward part of the wind vane (2B), the longitudinal rib portions (2C) of the wind vane plate longitudinally reinforced in pairs on the inside of the leeward portion (2A) of the wind vane plate, and longitudinal ribs are provided on the longitudinal rib plate portion (2C) of the wind vane plate. The upper mounting hole (2C1) of the plate portion and the lower mounting hole (2C2) of the longitudinal rib portion, the upper mounting hole (2C1) of the longitudinal rib portion is fixed to the connecting rod to connect the rotating shaft (33), the lower mounting hole of the longitudinal rib portion (2C2) The output drive shaft (6C) of the drive is fixedly connected by a key. 7. A new type of wind resistance braking device for high-speed trains according to any one of claims 1, 2, and 6, characterized in that: the driving device (6, 7, 8, 9) is mainly composed of a low-speed motor (6A) , a safety clutch (6B) and an output drive shaft (6C), the four drive devices (6, 7, 8, 9) are symmetrically arranged at the front, rear, left and right positions on the inner front and rear edges of the base (1), and are installed separately. fixed on the mounting brackets (4, 5); the output shaft of the low-speed motor (6A) is connected with the safety clutch (6B), and the other end of the safety clutch (6B) passes through the output drive shaft (6C) ) are respectively rotatably connected to the fixing clips (24) in turn, and are fixedly connected to the lower mounting holes (2C2) of the longitudinal rib plate on the brake airfoil plates (2, 3) by keys, so as to transmit the rotational torque to the brake The braking wind flaps (2, 3). 8. A new type of wind resistance braking device for high-speed trains according to any one of claims 1 and 6, characterized in that: the braking wind flaps (2, 3) are limited by the limiting components, There are 2 brake working positions and 1 closing stop position, respectively, the main brake working position and the auxiliary braking working position. 9. A new type of wind resistance braking device for high-speed trains according to claim 8, characterized in that: the main braking working position of the brake wind flaps (2, 3) is the windward part of the wind flaps in the direction of train running (2B) The surface and the roof are braked at 75 degrees; the auxiliary braking position of the brake wind flaps (2, 3) is 75 degrees between the leeward part (2A) of the wind flap and the roof in the running direction of the train. Braking; the closing stop position of the brake wind flaps (2, 3) is that the windward part (2B) of the wind flap is flush with the roof surface and is in a closed and locked state. 10. A new type of wind resistance braking device for high-speed trains according to claim 8, characterized in that: the combination of the braking working positions of the brake wind flaps (2, 3) is to move in the direction of the train according to the running direction of the train For braking and two-way operation requirements, the braking method of either single-row braking of the wind flap at the main and auxiliary braking positions or the double-row braking of the main and auxiliary working positions can be adopted. 11. A new type of wind resistance braking device for high-speed trains according to any one of claims 1 and 6, characterized in that: the surface of the windward windward portion (2B) of the wind vane plate (2, 3) of the brake wind vane plate (2, 3) Consistent with the extension design of the appearance and shape of the roof surface of high-speed trains, it can achieve a smooth fit transition. 12. A new type of wind resistance braking device for high-speed trains according to claim 1, characterized in that: the side plates (10, 11) are symmetrically arranged on the base body on the left and right sides of the base (1), respectively. (1A), mainly including the side plate body (10A) and the upper part of the side plate (10B). ). 13. A new type of wind resistance braking device for high-speed trains according to any one of claims 1 and 12, characterized in that: the surface of the upper part (10B) of the side plates (10, 11) of the side plates (10, 11) is in contact with the roof of the high-speed train The surface and the wind vane plate windward portion (2B) of the braking wind vane plate (2, 3) have the same appearance and shape extension design, and can achieve a smooth fit transition. 14. A new type of wind resistance braking device for high-speed trains according to claim 1, characterized in that: the roof streamline appearance compensation component mainly comprises a roof compensation plate (12, 13), a compensation plate supporting slider (25) ), compensation plate chute baffle (36), spring support sliding block (37), spring support fixing block (38), support compression springs (39, 40), compensation plate electric lock (41) and compensation plate chute (1E). 15. A new type of wind resistance braking device for high-speed trains according to claim 14, characterized in that: the bottom sides of the left and right ends of the compensation plates (12, 13) are respectively fixedly connected to the compensation plate support sliders (25). The compensating plate supporting sliders (25) are symmetrically arranged on the left and right and are slidably connected in the compensating plate sliding grooves (1E) at the front and rear ends of the base (1). 16. A new type of wind resistance braking device for high-speed trains according to any one of claims 14 and 15, characterized in that: the compensating plate support slider (25) mainly comprises a support slider body (25A) connected to the support slider body (25A). The supporting slider compensation plate connecting portion (25B) and the supporting slider sliding portion (25C) are connected to one end of the roof compensation plate (12, 13) through bolts. At the bottom, the sliding portion (25C) of the support slider is in a square structure, and is slidably connected in the compensating plate chute (1E) of the base (1). 17. A new type of wind resistance braking device for high-speed trains according to claim 14, characterized in that: in the compensating plate chute (1E), from top to bottom, the supporting slider sliding parts ( 25C), the slidingly installed spring supporting sliding block (37), the spring supporting fixing block (38) fixedly installed at the bottom of the compensating plate chute (1E), and the spring supporting sliding block (37) and the spring supporting fixing block (38) Supporting compression springs (39, 40) installed in the middle. 18. A new type of wind resistance braking device for high-speed trains according to claim 17, characterized in that: the cross section of the compensation plate chute (1E) is a rectangular lead groove, and the front and rear are respectively along the outer side of the wind resistance braking device. direction open. 19. A new type of wind resistance braking device for high-speed trains according to claim 17, characterized in that: the support compression springs (39, 40) are fixed to the spring support slide block (37) by two pieces The middle of the block (38) is symmetrically arranged. 20. A new type of wind resistance braking device for high-speed trains according to claim 14, characterized in that: the compensation plate electric control locks (41) are symmetrically installed on the base body (1A) of the base (1) in groups In the installation part (1D) of the electric control lock of the compensation board at the front and rear ends. 21. A new type of high-speed train wind resistance braking device according to claim 14, characterized in that: the upper surface of the compensation plate (12, 13) is connected with the high-speed train roof and the wind resistance braking device braking wind flap ( 2, 3) The surface appearance and shape extension design is consistent, which can achieve a smooth fit transition. 22. A new type of wind resistance braking device for high-speed trains according to claim 14, characterized in that: the side edges of the compensation plates (12, 13) near the center of the wind resistance braking device are wrapped with easy-slip soft materials. 23. A new type of wind resistance braking device for high-speed trains according to claim 1, characterized in that: the wind wing plate limiting assembly mainly comprises fixed sliding shafts (20, 21, 22), buffer springs (26), Wind flap support sliding body (27, 28, 29, 30, 31, 32), front right limit assembly (O, M), rear right limit assembly (N, P), front middle limit assembly (S, Q), rear middle limit components (R, T), front left limit components (U, W), rear left limit components (V, X), front push-pull rods (14, 15, 16), back push Pull rods (17, 18, 19); the wind vane support sliding bodies (27, 28, 29, 30, 31, 32) are respectively slidably sleeved on the front and rear sides of the fixed sliding shafts (20, 21, 22). on the sliding shaft body (20A); the buffer springs (26) are respectively sleeved on the fixed sliding shafts (20, 21, 22) to provide a supporting force for the opening process of the brake flaps (2, 3), and the closing The stop-reset process provides buffering. 24. A new type of wind resistance braking device for high-speed trains according to claim 23, characterized in that: the fixed sliding shafts (20, 21, 22) are supported by the sliding body (27) by two-segment sliding sets of the wind flaps. , 28, 29, 30, 31, 32) of the sliding shaft body (20A), the sliding shaft middle part (20B), the sliding shaft limiting part (20C) and the fixed connection shaft part (20D); The shafts (20, 21, 22) are arranged symmetrically in three groups along the longitudinal direction of the train roof, and are respectively fixed and installed on the front and rear of the wind resistance braking device through the sliding shaft limiter (20C) and the fastening bolt devices at both ends. (4,5). 25. A new type of wind resistance braking device for high-speed trains according to any one of claims 23 and 24, characterized in that: the wind vane plate supports the sliding body (27, 28, 29, 30, 31, 32) mainly It comprises a sliding body body (27A), a sliding body push-pull rod connecting shaft (27B) provided on the left and right sides of the upper part of the sliding body body (27A), and a sliding body sliding hole (27C) which is longitudinally penetrated through the lower part, which are respectively slidably sleeved on the sliding body. On the sliding shaft body (20A) of the fixed sliding shaft (20, 21, 22), the sliding body push-pull rod connecting shaft (27B) rotates left and right to connect the front push-pull rod pieces (14, 15, 16) and the rear push-pull rod respectively (17, 18, 19), the other ends of the front push-pull rod (14, 15, 16) and the rear push-pull rod (17, 18, 19) are connected to the brake through the pull rod connecting shaft (33) Wind flaps (2, 3). 26. A new type of wind resistance braking device for high-speed trains according to claim 23, characterized in that: the buffer springs (26) are compression springs, which are respectively sleeved on the fixed sliding shafts (20, 21, 22) , and the two ends are respectively fixed and installed in the spring storage grooves inside the sliding shaft intermediate body (20B) and the wind vane plate supporting sliding body (27, 28, 29, 30, 31, 32). The wind blade supports the longitudinal movement of the sliding bodies (27, 28, 29, 30, 31, 32) to compress or reset. 27. A new type of wind resistance braking device for high-speed trains according to claim 23, characterized in that: the front right limit assembly (O, M), the rear right limit assembly (N, P), the front middle limit Position components (S, Q), rear middle limit components (R, T), front left limit components (U, W) and rear left limit components (V, X) are respectively fixed in groups and rotated on the installation. The inner side of the fixing frame (4, 5) mainly includes the first electric control lock group (Q1, S1), the second electric control lock group (Q2, S2), the third electric control lock group (Q3, S3), the electric control lock The installation frame (Q4) and the installation positioning plate (Q5), the first electric control lock group (Q1, S1) is used for the locking limit of the brake air flaps (2, 3) in the main braking position , the second electric control lock group (Q2, S2) and the third electric control lock group (Q3, S3) are used for the locking limit of the brake wind flaps (2, 3) in the auxiliary braking position , the electric control lock mounting bracket (Q4) and the installation positioning plate (Q5) are used for the first electric control lock group (Q1, S1), the second electric control lock group (Q2, S2) and the third electric control lock group (Q2, S2) Lock group (Q3, S3) installation and positioning.

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