CN113978507A - Wind resistance braking device for vehicle end joint of high-speed railway vehicle - Google Patents
Wind resistance braking device for vehicle end joint of high-speed railway vehicle Download PDFInfo
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- CN113978507A CN113978507A CN202111369651.4A CN202111369651A CN113978507A CN 113978507 A CN113978507 A CN 113978507A CN 202111369651 A CN202111369651 A CN 202111369651A CN 113978507 A CN113978507 A CN 113978507A
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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
- B61H11/16—Removable self-contained brake units
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Abstract
The invention discloses a wind resistance braking device at a vehicle end connection part of a high-speed railway vehicle, which comprises a wind resistance braking mechanism arranged at the end surface side of the vehicle, wherein the wind resistance braking mechanism comprises a braking box fixed on the side of the end surface of the vehicle and a braking unit arranged on the braking box in a penetrating way through a telescopic unit; the brake unit is completely positioned in the brake box when the train normally runs; and when the train is braked, the brake unit extends out of the brake box by using the telescopic unit. The wind resistance braking device at the vehicle end connecting part of the high-speed railway vehicle with the structure can effectively shorten the braking distance of the train and improve the braking efficiency of the train by arranging the wind resistance braking mechanism to be matched with the mechanical braking structure of the train, and can not damage the structural strength of the train top end, reduce the pneumatic resistance when the train runs and effectively reduce the energy consumption by arranging the braking unit in the braking box positioned on the side of the train end surface.
Description
Technical Field
The invention relates to a wind resistance braking technology, in particular to a wind resistance braking device at a vehicle end connecting part of a high-speed railway vehicle.
Background
In recent years, with the intensive research of experts at home and abroad on high-speed trains, the running speed of the trains is increased again and again. The requirement on the braking performance of the train is higher along with the higher running speed of the train, particularly when the speed of the train reaches more than 400km/h, the braking distance is greatly increased, the braking requirement cannot be completely met only by a mechanical braking device, and meanwhile, the rail abrasion is aggravated, so that the driving safety of a high-speed train is damaged.
To solve the above problems, windage braking has been developed in recent years. Because the pneumatic resistance provided by the windage brake is in direct proportion to the square of the train speed, the braking force can be effectively improved by fully utilizing the air resistance which is increased sharply caused by the increase of the train speed, and the braking distance is shortened. The wind resistance braking plate device only depends on the pressure difference resistance in front of and behind the braking plate to provide braking force, and has the characteristics of simple structure, energy conservation and environmental protection. In addition, as a non-adhesion braking mode, the wind resistance braking plate device completely avoids the problems of electromagnetic interference, electromagnetic radiation pollution, rail abrasion and the like caused by rail eddy current braking and magnetic rail braking which are the non-adhesion braking modes. Therefore, the wind resistance brake is more advantageous as a brake mode of a high-speed train.
At present, the engineering application of the wind resistance brake in the technical field of railway vehicles is not yet popularized, so that the research on the wind resistance brake of trains at home and abroad is relatively less. The research work for the windage brake in foreign countries was originally conducted in japan, and in recent years, korea has also conducted related research on the influence of the angle of the windage brake plate on the braking performance. The research of China on wind resistance braking starts relatively late, but with the increase of the speed per hour of high-speed rails in China, the demand of wind resistance braking is increasingly prominent. At present, domestic scholars mostly adopt a numerical simulation method to deeply research a brake plate arranged at the top of a vehicle body, and develop various researches including the optimization of the plate type, the opening angle, the longitudinal arrangement rule, the structural strength, the noise and the like of the brake plate. However, the above domestic and foreign researches are carried out based on the brake plate being mounted on the top of the vehicle body, so that the problems of damaging the structure of the top of the vehicle body, reducing the strength of the top, and causing relatively small braking force due to the pneumatic resistance because the area of the brake plate is relatively small still exist.
Disclosure of Invention
The invention aims to provide a wind resistance braking device at a vehicle end joint of a high-speed railway vehicle, which can effectively shorten the braking distance of a train and improve the braking efficiency of the train by arranging a wind resistance braking mechanism matched with a mechanical braking structure of the train, and can not damage the structural strength of the train top end, reduce the pneumatic resistance when the train runs and effectively reduce the energy consumption by arranging a braking unit in a braking box positioned on the side of the train end surface.
In order to achieve the purpose, the invention provides a wind resistance braking device at a vehicle end connection part of a high-speed railway vehicle, which comprises a wind resistance braking mechanism arranged at the end surface side of the vehicle, wherein the wind resistance braking mechanism comprises a braking box fixed at the end surface side of the vehicle and a braking unit arranged on the braking box in a penetrating way through a telescopic unit;
the brake unit is completely positioned in the brake box when the train normally runs; and when the train is braked, the brake unit extends out of the brake box by using the telescopic unit.
Preferably, the brake unit comprises a brake plate which is connected with the telescopic unit and consists of a middle brake plate and side brake plates positioned at two sides of the middle brake plate;
the middle brake plate is matched with an inner windshield positioned in the middle of the end surface side of the vehicle, and the middle brake plate is positioned above the inner windshield;
the side braking plate is vertically and slidably arranged between the inner windshield and the outer windshield.
Preferably, the two side brake plates positioned at two sides of the middle brake plate are connected with the brake box through the telescopic unit.
Preferably, the telescopic unit comprises a plurality of multistage hydraulic structures arranged in the brake box in an array manner.
Preferably, the multistage hydraulic structure is a three-stage hydraulic structure, the three-stage hydraulic structure comprises a first-stage hydraulic cylinder fixed on the inner wall of the bottom end of the brake box through a support, a second-stage hydraulic cylinder connected with the output end of the first-stage hydraulic cylinder, and a third-stage hydraulic rod connected with the output end of the second-stage hydraulic cylinder, and the third-stage hydraulic rod is connected with the bottom end of the side brake plate;
the primary hydraulic cylinder and the secondary hydraulic cylinder are communicated with an electric hydraulic pump fixed on the inner wall of the bottom end of the brake box.
Preferably, a position sensor for detecting the rising height of the brake plate is arranged on the inner wall of the brake box and at a position corresponding to the brake unit, and the position sensor is used for stopping extending when the brake plate is higher than the position sensor so as to avoid the brake plate from excessively extending.
Preferably, the position sensor is electrically connected to an input of a controller, and an output of the controller is electrically connected to the electric hydraulic pump.
Preferably, the position sensor is arranged in the brake housing at a height of two thirds of the height of the brake plate when not extended.
Preferably, the input end of the primary hydraulic cylinder is provided with a safety switch, and the safety switch is an electromagnetic switch.
The invention has the following beneficial effects:
1. when the train brakes, the electric hydraulic pump outputs pressure oil into the primary hydraulic cylinder after receiving a control signal, and then pushes the secondary hydraulic cylinder and the tertiary hydraulic rod to extend out in sequence; therefore, the brake plate fixedly connected to the upper end of the hydraulic rod extends out of the range of the upper end face of the train to generate large wind resistance braking force, and a reliable braking effect is achieved. In addition, compare in the traditional arresting gear who installs in the automobile body top, the windward area of braking plate device is bigger, and braking effect is better, and can not reduce automobile body structural strength, and the reliability is better.
2. When the train completes a braking task or stops, the electric hydraulic pump receives the control signal and then retracts the three-level hydraulic rod; the three-level hydraulic rod drives the brake plate at the other end to be integrally accommodated in the brake plate box. Because the whole brake box is positioned in the range of the end face of the train, no extra pneumatic resistance can be generated to the normal operation of the train, and because the wind resistance brake plate device reduces the distance between the windshields of the train, the pneumatic resistance received by the train can also be reduced, the noise pollution in the operation process of the train can be effectively reduced, and the energy conservation and consumption reduction of the train are facilitated.
3. One third of the area of the brake plate is still in the brake box after the brake plate extends and reaches the maximum stroke. When the train brakes, the wind resistance braking force born by the braking plate is transmitted to the braking box, the whole box body fixedly connected on the end face of the train bears the force, and the working reliability of the box body can be ensured because the wall surface of the box body is thicker and the bearing area is relatively larger. The problems that the hydraulic rod directly bears the wind resistance braking force transmitted by the braking plate, the structure is broken or damaged and the like are solved, and accordingly driving safety and running stability are affected.
The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.
Drawings
FIG. 1 is a schematic structural diagram of a wind resistance braking device at a vehicle end connection of a high-speed railway vehicle according to an embodiment of the invention;
FIG. 2 is a structural diagram of a telescopic unit of a wind resistance braking device at a vehicle end connection part of a high-speed railway vehicle according to an embodiment of the invention;
FIG. 3 is a state diagram of the brake unit of the wind resistance brake device at the vehicle end junction of the high-speed railway vehicle according to the embodiment of the invention when being extended;
fig. 4 is a state diagram of a brake unit of a wind resistance brake device at a vehicle end connection of a high-speed railway vehicle according to an embodiment of the invention when the brake unit is retracted.
Wherein: 1. an outer windshield; 2. a brake box; 3. a vehicle; 4. an inner windshield; 5. a side brake plate; 6. an intermediate brake plate; 7. a tertiary hydraulic rod; 8. a secondary hydraulic cylinder; 9. a first-stage hydraulic cylinder; 10. a support; 11. an electrically driven hydraulic pump.
Detailed Description
The present invention will be further described with reference to the accompanying drawings, and it should be noted that the present embodiment is based on the technical solution, and the detailed implementation and the specific operation process are provided, but the protection scope of the present invention is not limited to the present embodiment.
FIG. 1 is a schematic structural diagram of a wind resistance braking device at a vehicle end connection of a high-speed railway vehicle according to an embodiment of the invention; FIG. 2 is a structural diagram of a telescopic unit of a wind resistance braking device at a vehicle end connection part of a high-speed railway vehicle according to an embodiment of the invention; FIG. 3 is a state diagram of the brake unit of the wind resistance brake device at the vehicle end junction of the high-speed railway vehicle according to the embodiment of the invention when being extended; fig. 4 is a state diagram of a brake unit of a wind resistance brake device at a vehicle end connection of a high-speed railway vehicle according to an embodiment of the present invention when retracted, and as shown in fig. 1 to 4, the structure of the present invention includes a wind resistance brake mechanism disposed on an end surface side of a vehicle 3, where the wind resistance brake mechanism includes a brake box 2 fixed on the end surface side of the vehicle 3, and a brake unit disposed on the brake box 2 through a telescopic unit; the brake unit is completely positioned inside the brake box 2 when the train normally runs; when the train is braked, the brake unit extends out of the brake box 2 by using the telescopic unit. When the brake plate device is in a retraction state, namely the brake plate is completely retracted in the brake plate box, the shape state of the vehicle 3 cannot be changed, and the vehicle body can be ensured to be integrated to reduce the wind resistance coefficient in the normal running process, namely extra pneumatic resistance cannot be generated due to the fact that the wind resistance coefficient exceeds the end face range of the vehicle 3. The distance between windshields of the train is reduced by the windage braking mechanism, so that the pneumatic resistance of the train 3 is reduced, the noise pollution in the running process of the train can be effectively reduced, and the energy conservation and consumption reduction of the train are facilitated; when the wind resistance brake mechanism is in an open state, namely the brake plate partially extends out of the brake box 2, the limit range of the contour of the passenger special line motor train unit in GB146.1-2020 standard gauge railway limit is not broken through when the brake plate extends to a specified stroke, and the driving safety of a train is not influenced.
The brake unit comprises a brake plate which is connected with the telescopic unit and consists of a middle brake plate 6 and side brake plates 5 positioned on two sides of the middle brake plate 6; the intermediate systemThe movable plate 6 is matched with the inner windshield 4 positioned at the middle position of the end surface side of the vehicle 3, and the middle brake plate 6 is positioned above the inner windshield 4; the side brake plate 5 is vertically and slidably arranged between the inner windshield 4 and the outer windshield 1 of the vehicle 3, namely the brake plate is matched with the end surface structure of the vehicle 3. As is known in the art, the formula for calculating the air resistance can be written as: f ═ C ρ Av2Wherein C is an air resistance coefficient, which is related to the windward area, the smoothness degree and the like of the object; ρ is the air density; a is the frontal area and v is the relative velocity of the object and air. As can be seen from the above formula, the design of the brake pad should be as large as possible in the area facing the wind within the limits allowed by the limit standards and the structural strength of the brake pad, and is configured to accommodate the shape of the end face of the vehicle 3. However, the present embodiment does not limit the specific shape and structure of the brake plate, and a person skilled in the art may design the brake plate according to specific design requirements as long as the brake plate can achieve the above-mentioned effect of increasing the pneumatic resistance, and the embodiment of the present application is not limited in particular.
Preferably, the two side brake plates 5 positioned at both sides of the middle brake plate 6 are connected with the brake box 2 through the telescopic unit.
Preferably, the telescopic unit comprises a plurality of multistage hydraulic structures arranged in the brake box 2 in an array manner, four multistage hydraulic structures are preferably arranged in the brake box 2 in a linear array manner in the bottom end of the brake box in this embodiment, the multistage hydraulic structures are three-stage hydraulic structures, each three-stage hydraulic structure comprises a first-stage hydraulic cylinder 9 fixed on the inner wall of the bottom end of the brake box 2 through a support 10, a second-stage hydraulic cylinder 8 connected with the output end of the first-stage hydraulic cylinder 9, and a third-stage hydraulic rod 7 connected with the output end of the second-stage hydraulic cylinder 8, and the third-stage hydraulic rod 7 is connected with the bottom end of the lateral brake plate 5; the three-stage hydraulic rod 7 and the brake plate can be fixedly connected or can be connected through connecting pieces, such as bolts, nuts, pins and the like. The connection between the primary hydraulic cylinder 9 and the support 10 can also be achieved by other means than hinge joint, such as screws, bolts, rotating pins, etc., as long as the brake plate can be linearly lifted and lowered in the direction perpendicular to the support 10, and will not be described in detail herein.
The first-stage hydraulic cylinder 9 and the second-stage hydraulic cylinder 8 are communicated with an electric hydraulic pump 11 fixed on the inner wall of the bottom end of the brake box 2, and the electric hydraulic pump 11 is fixed on the bottom end of the brake box 2 through a fastener.
Preferably, a position sensor for detecting the rising height of the brake plate is arranged on the inner wall of the brake box 2 and at a position corresponding to the brake unit, and the position sensor is used for stopping extending when the brake plate is higher than the position sensor so as to avoid the brake plate from excessively extending.
Preferably, position sensor links with the input electricity of controller, the output of controller with 11 electricity links of electronic hydraulic pump, because of above-mentioned electronic components are mature product on the market, this application only need connect it according to the description after its purchase, do not improve it, so do not describe here any more.
Preferably, the position sensor is arranged in the brake housing 2 at a height of two thirds of the height of the brake plate when not extended. Namely, after the automobile is started, about two thirds of the length of the plate extends out of the top of the end face of the automobile 3, the rest part of the plate is still in the brake plate box, and at the moment, the brake plate does not break through the limit range related to the contour of the passenger special line motor train unit in GB146.1-2020 Standard gauge railway limits and meets the specified requirements of national standards.
Preferably, the input end of the primary hydraulic cylinder 9 is provided with a safety switch, and the safety switch is an electromagnetic switch, so that the brake plate is prevented from shaking in the process of bumping in the train or being randomly opened to generate extra pneumatic resistance in normal running at ordinary times, and the normal running and the running safety of the train are influenced.
The working process is as follows: after the train implements braking, a braking signal is transmitted to the electric hydraulic pump 11 through the controller, the electric hydraulic pump 11 starts to output pressure oil to the first-level hydraulic cylinder 9, the second-level hydraulic cylinder 8 is pushed after the train is in place, and finally the third-level hydraulic rod 7 is pushed to extend until the brake plate is pushed to extend out to be higher than the installation position of the position sensor (in the embodiment, the brake plate extends out by two thirds, and one third is positioned inside the brake box 2), so that wind resistance braking can be implemented by utilizing pneumatic resistance generated by the brake plate, and after a braking task is completed, the controller controls the electric hydraulic pump 11 to control the third-level hydraulic structure to be retracted until the brake plate is completely retracted into the brake box 2.
Therefore, according to the high-speed rail vehicle end connection part wind resistance braking device with the structure, after the train is braked, the train extends out of the braking plate, the windward side of the braking plate is under the action of positive pressure, the leeward side of the braking plate is under negative pressure, and the front side and the rear side generate pressure difference resistance, so that the braking force of the train in high-speed operation is greatly improved, the speed of the train is rapidly reduced, and the braking distance is effectively shortened. Meanwhile, due to the particularity of the installation position (the installation position is arranged on the end face side of the train), compared with a traditional braking device arranged on the top of the train body, the windward area of the wind resistance braking mechanism is larger, the braking effect is better, the structural strength of the train body cannot be reduced, and the reliability is better. And when the train normally operates, the wind resistance braking plate device reduces the distance between the windshields of the train, so that the pneumatic resistance of the train is reduced, the noise pollution in the running process of the train can be effectively reduced, and the energy conservation and consumption reduction of the train are facilitated.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting the same, and although the present invention is described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that: modifications and equivalents may be made to the invention without departing from the spirit and scope of the invention.
Claims (9)
1. The utility model provides a high-speed rail vehicle car end junction windage arresting gear which characterized in that: the wind resistance braking mechanism comprises a braking box fixed on the side of the end face of the vehicle and a braking unit arranged on the braking box in a penetrating way through a telescopic unit;
the brake unit is completely positioned in the brake box when the train normally runs; and when the train is braked, the brake unit extends out of the brake box by using the telescopic unit.
2. The high-speed rail vehicle end connection wind resistance brake device of claim 1, characterized in that: the brake unit comprises a brake plate which is connected with the telescopic unit and consists of a middle brake plate and side brake plates positioned on two sides of the middle brake plate;
the middle brake plate is matched with an inner windshield positioned in the middle of the end surface side of the vehicle, and the middle brake plate is positioned above the inner windshield;
the side brake plate is vertically and slidably arranged between the inner windshield and the outer windshield of the vehicle.
3. The high-speed rail vehicle end connection wind resistance brake device of claim 2, characterized in that: the two side brake plates positioned on two sides of the middle brake plate are connected with the brake box through the telescopic units.
4. The high speed rail vehicle end connection wind resistance brake apparatus of claim 3, wherein: the telescopic unit comprises a plurality of multistage hydraulic structures arranged in the brake box in an array mode.
5. The high-speed rail vehicle end connection wind resistance brake device of claim 4, wherein: the multistage hydraulic structure is a three-stage hydraulic structure, the three-stage hydraulic structure comprises a first-stage hydraulic cylinder fixed on the inner wall of the bottom end of the brake box through a support, a second-stage hydraulic cylinder connected with the output end of the first-stage hydraulic cylinder, and a third-stage hydraulic rod connected with the output end of the second-stage hydraulic cylinder, and the third-stage hydraulic rod is connected with the bottom end of the side brake plate;
the primary hydraulic cylinder and the secondary hydraulic cylinder are communicated with an electric hydraulic pump fixed on the inner wall of the bottom end of the brake box.
6. The high speed rail vehicle end connection wind resistance brake apparatus of claim 5, wherein: and a position sensor for detecting the rising height of the brake plate is arranged on the inner wall of the brake box and at a position corresponding to the brake unit, and the position sensor is used for stopping extending when the brake plate is higher than the position of the position sensor so as to avoid the brake plate from excessively extending.
7. The high speed rail vehicle end connection wind resistance brake apparatus of claim 6, wherein: the position sensor is electrically connected with the input end of the controller, and the output end of the controller is electrically connected with the electric hydraulic pump.
8. The high speed rail vehicle end connection wind resistance brake apparatus of claim 6, wherein: the position sensor is arranged in the brake box and is positioned at the two-thirds height of the brake plate when the position sensor is not extended.
9. The high speed rail vehicle end connection wind resistance brake apparatus of claim 5, wherein: the input end of the primary hydraulic cylinder is provided with a safety switch, and the safety switch is an electromagnetic switch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111369651.4A CN113978507A (en) | 2021-11-16 | 2021-11-16 | Wind resistance braking device for vehicle end joint of high-speed railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111369651.4A CN113978507A (en) | 2021-11-16 | 2021-11-16 | Wind resistance braking device for vehicle end joint of high-speed railway vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN113978507A true CN113978507A (en) | 2022-01-28 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111369651.4A Pending CN113978507A (en) | 2021-11-16 | 2021-11-16 | Wind resistance braking device for vehicle end joint of high-speed railway vehicle |
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| CN (1) | CN113978507A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114834255A (en) * | 2022-04-14 | 2022-08-02 | 西南交通大学 | Eddy current braking device and braking method thereof |
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| EP0539904A1 (en) * | 1991-10-31 | 1993-05-05 | Gec Alsthom Sa | High speed train having means to change its aerodynamic profile |
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| CN202345707U (en) * | 2011-12-30 | 2012-07-25 | 上海庞丰交通设备科技有限公司 | Vertical aerodynamic brake device |
| CN103068645A (en) * | 2010-08-11 | 2013-04-24 | 纳博特斯克有限公司 | Method for controlling air brake device |
| CN104442897A (en) * | 2014-10-27 | 2015-03-25 | 南车青岛四方机车车辆股份有限公司 | High-speed train wind resistance brake energy conversion device and high-speed train |
| CN105292170A (en) * | 2015-11-17 | 2016-02-03 | 上海洲跃生物科技有限公司 | Brake devices of high-speed train |
| CN109435988A (en) * | 2018-12-10 | 2019-03-08 | 中车长春轨道客车股份有限公司 | A kind of rail vehicle and its Che Duan windscreen mechanism |
| CN109895802A (en) * | 2019-03-29 | 2019-06-18 | 西南交通大学 | High-Speed Trains, which keep out the wind, hinders brake apparatus |
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2021
- 2021-11-16 CN CN202111369651.4A patent/CN113978507A/en active Pending
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0539904A1 (en) * | 1991-10-31 | 1993-05-05 | Gec Alsthom Sa | High speed train having means to change its aerodynamic profile |
| JP2005041325A (en) * | 2003-07-22 | 2005-02-17 | East Japan Railway Co | Aerodynamic brake apparatus for railroad rolling stock |
| KR20080059978A (en) * | 2006-12-26 | 2008-07-01 | 한국철도기술연구원 | Air brake for railway vehicles |
| CN103068645A (en) * | 2010-08-11 | 2013-04-24 | 纳博特斯克有限公司 | Method for controlling air brake device |
| CN202345707U (en) * | 2011-12-30 | 2012-07-25 | 上海庞丰交通设备科技有限公司 | Vertical aerodynamic brake device |
| CN104442897A (en) * | 2014-10-27 | 2015-03-25 | 南车青岛四方机车车辆股份有限公司 | High-speed train wind resistance brake energy conversion device and high-speed train |
| CN105292170A (en) * | 2015-11-17 | 2016-02-03 | 上海洲跃生物科技有限公司 | Brake devices of high-speed train |
| CN109435988A (en) * | 2018-12-10 | 2019-03-08 | 中车长春轨道客车股份有限公司 | A kind of rail vehicle and its Che Duan windscreen mechanism |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114834255A (en) * | 2022-04-14 | 2022-08-02 | 西南交通大学 | Eddy current braking device and braking method thereof |
| CN114834255B (en) * | 2022-04-14 | 2023-07-14 | 西南交通大学 | Eddy current braking device and braking method thereof |
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