WO2020001080A1

WO2020001080A1 - Maglev vehicle and braking apparatus therefor

Info

Publication number: WO2020001080A1
Application number: PCT/CN2019/078426
Authority: WO
Inventors: 丁叁叁; 王昊; 吴冬华; 姜付杰; 张志强
Original assignee: 中车青岛四方机车车辆股份有限公司
Priority date: 2018-06-28
Filing date: 2019-03-18
Publication date: 2020-01-02
Also published as: CN108909766A

Abstract

Disclosed are a maglev vehicle and a braking apparatus therefor. The braking apparatus comprises a drive apparatus (1) and more than two braking plates (2) successively hinged to one another in a left-right direction, wherein upper and lower sides of each of the braking plates (2) are both hinged to connection rods (3) in an intersecting manner; the various connection rods (3) at the same side are successively hinged to one another in a left-right direction, so as to form an intersecting-type connection rod mechanism with the braking plate (2); a hinge shaft between two adjacent braking plates (2), a hinge shaft between two adjacent connection rods (3), and a hinge shaft between the braking plate (2) and the connection rod (3) all extend in an up-down direction; and the drive apparatus (1) drives the intersecting-type connection rod mechanism to expand outwards, so as to drive each of the braking plates (2) to be successively spliced to carry out air pressure braking, or drives the intersecting-type connection rod mechanism to shrink inwards so as to drive each of the braking plates (2) to be successively folded. The braking apparatus can improve the braking effect and shorten the braking distance by means of coordinated electric braking and safety braking.

Description

Maglev train and braking device thereof

This application claims the priority of a Chinese patent application filed on June 28, 2018 with the Chinese Patent Office, application number 201810689075.3, and the invention name is "Maglev train and its braking device", of which the entire contents of this patent are incorporated by reference Incorporated in this application.

Technical field

The invention relates to the technical field of maglev trains, and in particular to a maglev train and a braking device thereof.

Background technique

At present, the maximum speed of maglev trains running in China has reached 503km / h, and with the development of maglev trains, its speed is expected to develop towards higher goals. At the same time that the running speed is increased, higher requirements are also placed on the braking performance of maglev trains.

Existing maglev trains generally use electric braking and safety braking. However, the braking effect still has room for improvement, and the braking distance needs to be shortened.

Therefore, how to design a maglev train and its braking device to improve the braking effect and shorten the braking distance is an urgent problem to be solved.

Summary of the invention

The purpose of the present invention is to provide a maglev train and a braking device thereof, which cooperate with electric braking and safety braking to further improve the braking effect and shorten the braking distance.

In order to achieve the above object, the present invention provides a braking device for a magnetic levitation train, which includes a driving device and two or more brake plates that are hinged in order in the left and right directions. Each of the links on the same side is sequentially articulated in the left-right direction so as to form a cross-type link mechanism with the brake plate, a hinge shaft adjacent to the brake plate, a hinge shaft adjacent to the link, And the hinge shafts of the brake plate and the connecting rod both extend up and down; the driving device drives the cross-type link mechanism to abduct to drive each of the brake plates to be spliced in sequence for wind pressure braking, or The cross-type link mechanism is driven to retract in order to drive each of the brake plates to be sequentially folded and retracted.

The brake device of the present invention adopts two or more brake plates to be hinged in order in the left and right directions to form a brake plate group. The upper and lower sides of each brake plate are hinged with connecting rods. The connecting rods are hinged sequentially in the left and right directions to form an upper link group, and the lower links are sequentially hinged in the left and right directions to form a lower link group. At this time, the brake plate group and its upper link group and its lower side The lower link group is jointly formed in the cross-type link mechanism; the cross-type link mechanism can be expanded or folded in the left-right direction. When the cross-type link mechanism is expanded outward, the brake plate group is also expanded accordingly. , The brake plates are spliced in order to form a plane or curved surface that is substantially perpendicular to the running direction of the maglev train, and then wind pressure braking is performed through the plane or curved surface; when braking is not required or the effect of the wind pressure braking is not obvious, The cross-type link mechanism can be driven to be retracted, so that the brake plates are folded in turn, so as to be retracted inward, so as to avoid affecting the normal operation of the maglev vehicle.

The invention also provides a maglev train, which includes an electric braking device and a safety braking device, and also includes the braking device described above.

BRIEF DESCRIPTION OF THE DRAWINGS

1 is a schematic side structural diagram of a maglev train provided by the present invention when a braking device is in a working state;

2 is a top view of the maglev train shown in FIG. 1;

3 is a schematic cross-sectional structure diagram of the maglev train shown in FIG. 1;

4 is a schematic cross-sectional structure diagram of the maglev train shown in FIG. 1 when the braking device is in a non-working state;

FIG. 5 is a top view of a brake device of a maglev train provided in the present invention in a deployed state in a specific embodiment; FIG.

6 is a plan view of the braking device shown in FIG. 5 in an intermediate state;

7 is a plan view of the braking device shown in FIG. 5 in a folded state;

8 is a schematic structural diagram of a driving device in the braking device shown in FIG. 5;

9 is a schematic side structural diagram of the safety lock in a locked state in the braking device shown in FIG. 5;

FIG. 10 is a schematic side structural diagram of the safety lock in an unlocked state in the braking device shown in FIG. 5.

In Figure 1 to Figure 10:

Driving device 1, first driving rod 11, second driving rod 12, first fixed shaft 13, first hydraulic cylinder 14, second hydraulic cylinder 15, brake plate 2, connecting rod 3, safety lock 4, upper plate 41 ，下夹板 42, Door 5.

detailed description

The present invention is described in detail below with reference to the accompanying drawings, so that those skilled in the art can accurately understand the technical solutions of the present invention.

The up and down directions in this article refer to the running state of the maglev train, the direction pointed by the running direction of the maglev train is front, and the direction opposite to the front is rear; in the horizontal plane, the direction perpendicular to the front and back is the left and right direction. Seen in the running direction, the direction on the left-hand side is left, and the direction on the right-hand side is right; the direction perpendicular to the horizontal plane is up-down; in the up-down direction, the direction pointing to the rail surface is down; .

The inner and outer directions in this article refer to the left and right directions, the direction near the midpoint of the car body in the left and right direction is inward, and the direction away from the midpoint is outside. For the left half of the car body, the right end is the inner end For the right half of the car body, the left end is the inner end.

The terms “first” and “second” described herein are only used to distinguish two or more components having the same or similar structure, or two or more structures having the same or similar structure, and do not imply a limitation on the sequence.

As described in the background art, in the prior art, maglev trains generally adopt electric braking and safety braking, the braking effect is not good, and the braking distance needs to be shortened.

In view of this technical problem, this solution provides a maglev train, which not only includes an electric braking device and a safety braking device, but also includes a braking device according to this solution. The braking device is particularly suitable for braking by wind pressure. For high-speed maglev trains, it can cooperate with electric braking devices and safety braking devices to effectively shorten the braking distance and ensure the safe and reliable operation of the train.

The maglev train of this solution can be provided with the braking device of this solution on both the left and right sides of the car body, and the braking devices on both sides can also be symmetrically arranged on the left and right sides of the car body, as shown in FIG. 2. At the same time, the braking device of this solution can be disposed near the door 5, for example, it can be disposed on the front or rear side of the door 5, as shown in FIG. 1, the braking device can also use the left and right spaces such as the toilet in the vehicle. Stored in the car, as shown in Figure 4.

The electric braking device and the safety braking device are set according to the prior art, and are not repeated here. Among them, the safety brake is also known as the safety brake, which is a brake for emergency stopping when an abnormal situation occurs during operation. The safety brake device is a device capable of achieving safe braking. The principle of electrical braking is that during the motor stall, an electromagnetic torque opposite to the steering is generated, which serves as the braking force to stop the motor. The methods of electrical braking include reverse braking, energy braking, and capacitor braking. , Regenerative braking (also called feedback braking, feedback braking, power generation braking), electric braking device is a device that can realize electric braking.

As shown in Figs. 3-7, this solution relates to a braking device for a maglev train. The braking device includes two or more brake plates 2 hinged in order in the left and right directions. For a single brake plate 2, the brake plate The plate surface of 2 is generally in a vertical plane, which can be perpendicular to the front-rear direction, or can be inclined forward or backward by a certain angle; in the left-right direction, the midpoint of the maglev train's body in the left-right direction is used as a reference and is outside The brake plate 2 at the end is hinged with its inner end to the outer end of the brake plate 2 at the inner end. In this way, two or more brake plates 2 are hinged in order in the left-right direction and the hinge shaft extends in the up-down direction. When the plates 2 are sequentially developed, they can be spliced to form a flat surface or a curved surface. The flat surface or curved surface has a certain projected area in the front-rear direction, forming an action surface of air resistance that hinders the movement of the maglev train. Assist in the braking of maglev trains.

In order to realize the driving and support of the brake plate 2, the braking device of this solution further includes a driving device 1 and a plurality of connecting rods 3, and the connecting rods 3 are hinged on the upper and lower sides of each brake plate 2 to cross, which is on the upper side. Each link 3 in the left and right direction is sequentially articulated to form an upper link group, each link 3 on the lower side is sequentially articulated in the left and right direction to form a lower link group, and each brake plate 2 is sequentially articulated to form a brake plate 2 group In this way, the two sets of brake plates are hinged with the upper link group and the lower link group in a cross form to form a cross-type link mechanism. In the cross-type link mechanism, each hinge shaft extends up and down, so that the cross-type link mechanism can be folded or unfolded in a horizontal plane. Since the direction in which the brake plates 2 are articulated in sequence and the directions in which the links 3 are sequentially articulated are both left and right directions, the above-mentioned cross-type link mechanism is equivalent to a plurality of cross-links 3 articulated sequentially in the left-right direction. The link mechanism is folded or unfolded specifically in the left-right direction in the horizontal plane.

Driven by the driving device 1, the cross link mechanism can be expanded outward or folded inward in the left-right direction to drive the brake plate 2 to expand outward to extend the vehicle body for braking, or to be folded inward. Stored in the car. When the cross-type link mechanism is deployed outward, the two sets of brake plates are also expanded accordingly. At this time, each brake plate 2 is spliced in order to form a plane or curved surface that is substantially perpendicular to the running direction of the maglev train. Wind pressure braking on a flat or curved surface; when braking is not needed or the effect of wind pressure braking is not obvious, the cross-type link mechanism can be driven to retract, so that each brake plate 2 is folded in order to retract inward, And recycled to the inside of the car body to avoid affecting the normal operation of the maglev car.

Specifically, when the maglev train is operating normally, each brake plate 2 is housed inside the vehicle body. When the maglev train enters the braking state, the driving device 1 drives the cross-type link mechanism to expand outward, and then drives each brake plate 2 to expand outward to extend the vehicle body from the left and right sides. During the mechanism's outward extension, the brake plate 2 crosses the upper and lower links 3 in a fork shape, as shown in FIG. 6; when each brake plate 2 extends outward to the maximum distance, the brake plate 2 In the case of using a flat plate, each brake plate 2 is flattened, that is, each brake plate 2 is spliced in order to form a braking surface of a planar structure, as shown in FIG. 5, at this time, the braking surfaces on both sides of the vehicle body Wings stretch on both sides of the car body, as shown in Figure 2. When the braking device of this scheme is not needed, such as the vehicle speed has been reduced to 50km / h, the effect of braking with the brake plate 2 is no longer obvious, and the driving device 1 drives the cross-link mechanism to be retracted, and each brake The plates 2 are sequentially folded and recovered inside the vehicle body. When folded to the minimum position, the brake plates 2 are sequentially arranged in the left-right direction, as shown in FIG. 7, to end the wind pressure braking.

Each articulated shaft in the cross-type link mechanism specifically includes an articulated shaft of an adjacent brake plate 2, an articulated shaft of an adjacent link 3, and an articulated shaft of the brake plate 2 and the link 3 which cross each other. The cross-hinging means that one of the upper side or the lower side of the brake plate 2 and the link 3 on the same side are arranged to cross each other, and are hinged at the intersection.

As shown in FIG. 6, when viewed from the top, the cross-type link mechanism is roughly fence-shaped. Specifically, it can be regarded as a plurality of boxes connected in sequence along the same diagonal. The frame is hinged with a vertex located on the diagonal line, the vertex is the intersection point described above, and the diagonal line is an extension line in the left-right direction. FIG. 6 is a structural schematic diagram of an intermediate state in which the cross-type link mechanism is extended for the convenience of explanation, so as to facilitate understanding of the action process. Since FIG. 6 is a top view, the lower link group cannot be observed, but those skilled in the art can refer to the upper link group to set the lower link group, that is, the upper and lower sides of the link group. The link group can be arranged symmetrically about the brake plate 2 up and down.

As shown in FIG. 5, when the cross-type link mechanism is deployed outward, when deployed to a certain position, the brake plates 2 can be coplanar, that is, the brake plates 2 can be spliced to each other to form a brake surface. The braking surface may be a flat surface or a curved surface, as long as the braking surface has a certain projected area in the front-rear direction to play the role of wind pressure braking.

It can be understood that when the braking surface is a flat surface, each brake plate 2 can be configured as a flat plate, and when the braking surface is a curved surface, each brake plate 2 is specifically configured as a curved plate. When the brake plate 2 is set as a curved panel, an arc panel can be specifically selected, and the arc panel can be bent backwards in order to obtain greater wind resistance during wind pressure braking, and to achieve a better braking effect.

It can also be understood that in order to ensure the wind pressure braking effect, each brake plate 2 must have a sufficient area. Regardless of whether a flat plate or a curved plate is used, the length of each brake plate 2 is preferably not less than 0.3 meters, and the height is preferably not less than 1 meter. When a flat plate is used, such as a rectangular plate, the length and height refer to the length and height of the rectangle; when a curved plate is used, such as an arc plate, the length refers to the arc length, and the height refers to the vertical dimension.

At the same time, the brake plate 2 needs to extend out of the car body during wind pressure braking, as shown in Figures 1 and 2, and usually needs to be braked when the maglev train enters the station. Then, the brake plate 2 also needs to be controlled Do not interfere with the platform. Therefore, when the brake plates 2 are deployed outward for wind pressure braking, the lowermost end of each brake plate 2 is higher than the platform height when the maglev train enters the station.

Furthermore, because the braking device of this solution adopts wind pressure braking, the magnitude of the braking force depends on the gas pressure per unit area (that is, the wind pressure) and the area where the gas pressure acts vertically. In view of these two factors, in this solution, on the one hand, the area of the brake plate 2 is increased to form a larger contact surface, and on the other hand, the braking surface formed by splicing the brake plates 2 is inclined from the inside to the outside and back. The airflow can be guided while braking, so that the braking surface is more in line with the aerodynamic principle, so as to play a self-protection role to prevent the brake plate 2 from being broken due to excessive wind pressure. At this time, it is necessary to control the angle of the rearward tilt of the braking surface. In a preferred embodiment, the braking surface may be at an acute angle greater than 45 degrees and less than or equal to 80 degrees in the front-rear direction with the body of the maglev train, so that the braking system The moving plate 2 is tilted slightly backward to avoid affecting the braking effect.

On the basis of the above, the braking device of the present solution further includes a safety lock 4 for locking each of the brake plates 2 during braking, and positioning the brake plates 2 so that the brake plates 2 are held at the brake plates 2. The braking position prevents the relative position of each brake plate 2 from changing, and avoids shaking during braking.

The driving device 1 of this solution is described in detail below with reference to FIGS. 5 to 8.

As described above, the link groups are provided on the upper and lower sides of the brake plate 2, and the upper and lower link groups can support the brake plate 2, which is equivalent to the support frame of the brake plate 2; Since the connecting rod 3 and the brake plate 2 are co-located in a cross-type link mechanism, the cross-type link mechanism can be driven by driving the link 3, thereby driving the brake plate 2 to be folded or unfolded.

Since the upper and lower sides of the brake plate 2 are provided with a link group, those skilled in the art may provide an upper driving member for driving the upper link group, and may also provide a lower driving group for driving the lower link group. The driving member, or the upper driving member and the lower driving member are provided at the same time.

The upper driving member includes a first driving rod 11 and a second driving rod 12 that are articulated in a cross manner, and a hinge shaft of the first driving rod 11 and the second driving rod 12 is a first fixed shaft 13 that extends up and down and is fixed to the vehicle body. The cross-type link mechanism is hinged to the outer end of the first drive lever 11 and the outer end of the second drive lever 12 with the two inner ends of the upper side thereof, so as to pass the inner end of the first drive lever 11 and the second drive lever 12 When the inner end of the rear end approaches or moves away in the front-rear direction, the driving cross-type link mechanism is extended or retracted around the first fixed axis 13.

At this time, the first driving rod 11 and the second driving rod 12 constitute a cross rod, which are respectively hinged to the two inner ends of the upper side of the cross link mechanism, which is equivalent to connecting a cross to the inner end of the cross link mechanism. Pole. Since the articulated shaft of the first driving rod 11 and the second driving rod 12 at the intersection (that is, the first fixed shaft 13) is fixedly connected to the vehicle body, it is driven by the inner ends of the first driving rod 11 and the second driving rod 12, so that The two driving levers open and close in the front-rear direction, thereby driving the cross-type link mechanism connected to them to open and close.

In order to improve the stability of the entire link mechanism, a support rod can also be hinged on the inner end of the first driving rod 11 and the second driving rod 12 respectively, and the two support rods are also hinged to each other to connect with the first driving rod 11 Together with the second driving rod 12, a parallelogram-shaped link structure is formed, as shown in FIG. As described below, the hinge point of these two poles is the j point.

As shown in FIG. 8, the driving device 1 further includes a first hydraulic cylinder 14 and a second hydraulic cylinder 15. A piston rod of the first hydraulic cylinder 14 is connected to an inner end of the first driving rod 11, and a piston rod of the second hydraulic cylinder 15. It is connected to the inner end of the second driving rod 12, and the piston rods of the two hydraulic cylinders move toward or away from each other in the front-rear direction. When moving in opposite directions, the inner ends of the driving first driving rod 11 and the second driving rod 12 are relatively close to each other, so that the cross rod formed by the first driving rod 11 and the second driving rod 12 moves toward the closed direction, driving the cross type The link mechanism expands outward; when moving back to back, the inner ends of the driving first driving rod 11 and the second driving rod 12 are relatively far away, so that the cross rod formed by the first driving rod 11 and the second driving rod 12 faces Movement in the open direction drives the cross-type link mechanism to fold inward.

For ease of explanation, for the cross-type link mechanism connected with the first driving rod 11 and the second driving rod 12, several endpoints are marked in FIGS. 5-8. As shown in Figs. 5-8, the end point of the outermost end of the brake plate 2 is point a, and in the folded state, the points on the same left and right extension lines with the point a are respectively marked as b, c, d, e, mark the points on the other left and right extension lines opposite to b, c, d, and e in the folded state as f, g, h, and i, and use the inside of the first driving rod 11 and the second driving rod 12 The hinge point at the end is labeled j.

As shown in FIG. 5, when the inner ends of the first driving lever 11 and the second driving lever 12 approach in the front-to-rear direction until they overlap in the front-to-rear direction, the cross-type link mechanism flattens and protrudes outward from the vehicle body and enters the wind to suppress Dynamic state. In this state, the two hinge points corresponding to the front-back direction overlap, that is, points b and f overlap, points c and g overlap, points d and h overlap, and points e and i overlap.

As shown in Figure 6, when the cross-type link mechanism needs to be driven to expand outward or fold inward, it will reach an intermediate state. In this intermediate state, the link mechanism 3 is pushed and pulled to form a plurality of parallelogram structures to diagonally The upper ends are connected in order in the left and right directions. In this state, points b and f, points c and g, points d and h, points e and i are in the front-to-rear direction, and the connection between point b and f, and the connection between point c and g , The connection between point d and h, and the connection between point e and i are parallel to each other.

As shown in FIG. 7, when wind pressure braking is not required, the inner ends of the first driving lever 11 and the second driving lever 12 are relatively far away to drive the cross-type link mechanism to fold inward. In this state, the two hinge points facing each other in the front-to-rear direction are far away to the maximum distance, and the hinge points at the front and back ends and the hinge point at the middle intersection are sequentially stacked in the left and right directions.

As shown in FIG. 8, the inner ends of the first driving rod 11 and the second driving rod 12 correspond to points e and i, respectively. Specifically, the first hydraulic cylinder 14 and the second hydraulic cylinder 15 may be installed in the front-rear direction of these two points. The driving of the cross link mechanism is achieved by driving the movement of these two points.

Similarly, if a lower driver is provided, the lower driver can also be set by referring to the upper driver. In detail, the lower driving member includes a third driving lever and a fourth driving lever that are articulated in a crosswise manner, and the hinge axis of the third driving lever and the fourth driving lever is a second fixed axis that extends up and down and is fixed to the vehicle body, and a cross link The mechanism is hinged to the outer ends of the third driving rod and the outer ends of the fourth driving rod by the two inner ends of the lower side, respectively, so as to approach the front and rear directions through the inner ends of the third driving rod and the inner ends of the fourth driving rod. Or stay away, drive the cross-type link mechanism to abduct or adduct around the second fixed axis.

When a lower driving member is provided, the driving device 1 further includes a third hydraulic cylinder and a fourth hydraulic cylinder whose piston rods move toward or away from each other in the front-rear direction, and the piston rod of the third hydraulic cylinder is connected to the inner end of the third driving rod. The piston rod of the fourth hydraulic cylinder is connected to the inner end of the fourth driving rod.

It should be noted that, because the structure of the lower driving member is similar to that of the upper driving member, no specific schematic diagram is given here for explanation. When a lower driving member is provided, a third hydraulic cylinder and a fourth hydraulic cylinder may be provided for driving, or a hydraulic cylinder may be shared with the upper driving member, that is, the first driving rod 11 and the third driving are simultaneously driven by the first hydraulic cylinder 14 The inner ends of the rods simultaneously drive the inner ends of the second driving rod 12 and the fourth driving rod by the second hydraulic cylinder 15. When a common hydraulic cylinder is needed, the first hydraulic cylinder 14 and the second hydraulic cylinder 15 may both be in the middle position in the up-down direction, and the piston rods of the two hydraulic cylinders are connected with a vertical rod extending up and down. The upper and lower ends are respectively connected with a horizontal bar extending forward and backward, and the horizontal bars on the upper and lower sides are connected to the inner ends of the first and third driving bars 11 and 3, or the horizontal bars on the upper and lower sides and the second driving bar 12 Connected to the inner end of the fourth driving rod.

Referring to FIG. 3 and FIG. 4, the first fixed shaft 13 and the second fixed shaft may be coaxially arranged, and at this time, they may be connected through up and down through one shaft.

At the same time, the above-mentioned safety lock 4 may specifically include an upper clamping plate 41 and a lower clamping plate 42. The upper clamping plate 41 and the lower clamping plate 42 clamp the upper driving member and the lower driving member from the upper and lower sides, and the clamping point is not on the first fixed shaft 13. And the second fixed axis on the axis so as to distinguish the positioning points indicated by the first fixed axis 13 and the second fixed axis in the left-right direction to form positioning points different from the first fixed axis 13 and the second fixed axis, Realize multi-point positioning, and then lock the cross link mechanism.

As shown in FIG. 9, when the brake plate 2 is extended to the maximum distance, in order to achieve an effective braking effect, the safety lock 4 is activated, and the cross-type link mechanism is fixed (that is, locked) in order to fix it. In this braking state. As shown in FIG. 10, when the cross-type link mechanism needs to be retracted, the safety lock 4 is first released, and then the driving device 1 is controlled to operate, and the brake plate 2 is recovered into the vehicle body.

The maglev train and its braking device provided by the present invention have been described in detail above. Specific examples are used herein to explain the principle and implementation of the present invention. The description of the above embodiments is only used to help understand the core idea of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

The brake device of a maglev train is characterized in that it comprises a driving device (1) and two or more brake plates (2) which are hinged in order in the left and right directions, and the upper and lower sides of each brake plate (2) are cross-articulated. There is a connecting rod (3), and each of the connecting rods (3) on the same side is sequentially hinged in the left-right direction so as to form a cross-type link mechanism with the brake plate (2), and adjacent to the brake plate ( 2) The articulated shaft, the articulated shaft adjacent to the connecting rod (3), and the articulated shaft of the brake plate (2) and the connecting rod (3) all extend up and down; the driving device (1) Driving the cross-type link mechanism to outreach to drive the brake plates (2) to be spliced sequentially for wind pressure braking, or driving the cross-type link mechanism to be retracted to drive each of the brake plates (2) Folded in order.
The braking device according to claim 1, further comprising a safety lock (4) for locking each of the brake plates (2) during braking.
The brake device according to claim 2, characterized in that the plate surfaces formed by splicing of each of the brake plates (2) are inclined from the inside out to the back, and are more than 45 degrees from the body of the maglev train in the front-rear direction. An acute angle of 80 degrees or less.
The brake device according to claim 3, characterized in that each of the brake plates (2) is a flat plate or an arc panel curved backward, and has a length of not less than 0.3 meters and a height of not less than 1 meter.
The braking device according to claim 3, wherein the bottom end of each of the brake plates (2) is higher than the platform height when the maglev train enters the station when performing wind pressure braking.
The braking device according to any one of claims 2-5, wherein the driving device (1) includes an upper driving member, and the upper driving member includes a first hinged driving rod (11) and a first driving member. Two driving rods (12), the articulated shafts of the first driving rod (11) and the second driving rod (12) are first fixed shafts (13) extending up and down and fixed to the vehicle body, the cross type The two inner ends of the link mechanism are hinged to the outer end of the first driving rod (11) and the outer end of the second driving rod (12), respectively, so as to pass through the first driving rod (11). And the inner end of the second driving rod (12) approaches or moves away from each other in the front-rear direction, and drives the cross-type link mechanism to abduct or adduct around the first fixed axis (13).
The braking device according to claim 6, characterized in that the driving device (1) further comprises a first hydraulic cylinder (14) and a second hydraulic cylinder (15) whose piston rods move toward or away from each other in the front-rear direction. The piston rod of the first hydraulic cylinder (14) is connected to the inner end of the first driving rod (11), and the piston rod of the second hydraulic cylinder (15) and the second driving rod (12)的内端连接。 The inner end of the connection.
The braking device according to claim 6, characterized in that the driving device (1) comprises a lower driving member, the lower driving member comprises a third driving lever and a fourth driving lever which are articulated in a cross, and the third driving lever The articulation axis of the driving lever and the fourth driving lever is a second fixed axis extending up and down and fixed to the vehicle body, and the two inner ends of the cross-type link mechanism are respectively connected with the third driving lever. The outer end is hinged with the outer end of the fourth driving rod to drive the cross-type link through the inner end of the third driving rod and the inner end of the fourth driving rod to approach or leave in the front-rear direction. The mechanism is abducted or adducted around the second fixed axis.
The brake device according to claim 8, characterized in that the driving device (1) further comprises a third hydraulic cylinder and a fourth hydraulic cylinder whose piston rods are moved toward or away from each other in the front-rear direction, and the third hydraulic pressure The piston rod of the cylinder is connected to the inner end of the third driving rod, and the piston rod of the fourth hydraulic cylinder is connected to the inner end of the fourth driving rod.
The braking device according to claim 8, characterized in that the first fixed shaft (13) and the second fixed shaft are arranged coaxially, and the safety lock (4) includes an upper clamp plate (41) and a lower The clamping plate (42), the upper clamping plate (41) and the lower clamping plate (42) clamp the upper driving member and the lower driving member by upper and lower sides, and the clamping point is not on the first fixed axis (13) and the axis of the second fixed axis.
The maglev train includes an electric braking device and a safety braking device, further comprising a braking device according to any one of claims 1-10.