A locomotive braking method, device, equipment and storage medium

Abstract

The application discloses a locomotive braking method, device, equipment and storage medium, the method comprises the following steps: when the internal combustion locomotive is running in the track, the preset sensor is called to collect and brake related sensing data; the locomotive is provided with a brake, and an electromagnetic valve is arranged in the brake; according to the sensing data, whether the locomotive meets the braking condition is detected; if the locomotive meets the braking condition, the electromagnetic valve is controlled to exhaust air to drive the brake to brake. On the one hand, the existing internal combustion locomotive brake is modified, and an electromagnetic valve is added, the electromagnetic valve controls the exhaust air, so that the brake is realized, on the other hand, the sensor is added in the locomotive, the braking related situation in the driving is sensed, so that the locomotive can correctly understand the driving situation, the speed of the locomotive can be reduced at the appropriate time, and the normal operation can be maintained at other times, if the driver urgently brakes in the emergency process, the timeliness of braking can be ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicle brake control, in particular to a locomotive brake method, device, equipment and storage medium. BACKGROUND

[0002] Rail transportation is one of the common transportation methods for transporting steel and other materials in the steel industry. The number of operators of locomotives in rail transportation has been reduced from two to one, and the work load has increased, which will increase the labor intensity of the driver to some extent, and

[0003] The station environment of the operation is complex, and the driver will be distracted, missing the optimal system opportunity in the process of driving the locomotive. If an emergency brake is applied during the operation process due to the delay of the brake, a traffic accident is likely to occur, endangering the personal safety of the workers and causing asset losses. SUMMARY

[0004] The present application provides a locomotive brake method, device, equipment and storage medium to assist the locomotive driver of rail transportation in braking.

[0005] According to one aspect of the present application, a locomotive brake method is provided, which comprises:

[0006] When the internal combustion locomotive is running on the track, a preset sensor is called to collect and sense the sensing data related to braking. The locomotive is provided with a brake machine, and an electromagnetic valve is arranged in the brake machine.

[0007] The sensing data is used to detect whether the locomotive meets the braking condition.

[0008] If the locomotive meets the braking condition, the electromagnetic valve is controlled to exhaust air to drive the brake machine to brake.

[0009] According to another aspect of the present application, a locomotive brake device is provided, which comprises:

[0010] A sensing data calling module is used to call a preset sensor to collect and sense the sensing data related to braking when the internal combustion locomotive is running on the track. The locomotive is provided with a brake machine, and an electromagnetic valve is arranged in the brake machine.

[0011] A data detection module is used to detect whether the locomotive meets the braking condition according to the sensing data.

[0012] A locomotive brake module is used to control the electromagnetic valve to exhaust air to drive the brake machine to brake if the locomotive meets the braking condition.

[0013] According to another aspect of the present application, an electronic device is provided, which comprises:

[0014] at least one processor; and

[0015] a memory communicatively connected with the at least one processor; wherein,

[0016] the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to perform the locomotive braking method according to any one of the embodiments of the present application.

[0017] According to another aspect of the present application, a computer readable storage medium is provided, which stores a computer program for enabling a processor to implement the locomotive braking method according to any one of the embodiments of the present application when executed.

[0018] In the embodiments of the present application, when a diesel locomotive is running on a track, preset sensors are called to collect sensing data related to braking; the locomotive is provided with a brake machine, and an electromagnetic valve is arranged in the brake machine; whether the locomotive meets a braking condition is detected according to the sensing data; if the locomotive meets the braking condition, the electromagnetic valve is controlled to exhaust air to drive the brake machine to brake. On one hand, the brake machine of the existing diesel locomotive is modified to add the electromagnetic valve, and the electromagnetic valve controls the air exhaust to realize the braking of the brake machine; on the other hand, the sensors are added to the locomotive to sense the conditions related to braking in the running, so that the locomotive can correctly understand the running conditions and assist the driver to find the optimal braking time to brake, which can reduce the speed of the locomotive at the appropriate time, or keep normal operation at other times, and if the driver needs to brake urgently in the process, the timeliness of braking can be ensured, the probability of traffic accidents can be reduced, and the personal safety and asset safety of the staff can be ensured.

[0019] It should be understood that the content described in this part is not intended to identify key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0021] Figure 1 is a flowchart of a locomotive braking method according to an embodiment of the present application;

[0022] Figure 2 is a schematic diagram of a part structure of a locomotive according to the present application;

[0023] Figure 3 is a schematic diagram of a part structure of a brake of a locomotive according to the present application;

[0024] Figure 4 is a schematic diagram of a part structure of a brake of a locomotive according to the present application;

[0025] Figure 5 is a schematic diagram of a part structure of a brake of a locomotive according to the second embodiment of the present application;

[0026] Figure 6 is a schematic diagram of a part structure of an electronic device according to the third embodiment of the present application. DETAILED DESCRIPTION

[0027] In order to make the personnel in the technical field better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by the personnel in the field without creative labor should belong to the protection scope of the present application.

[0028] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be exchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0029] Embodiment One

[0030] Figure 1 is a flowchart of a brake method of a locomotive according to the first embodiment of the present application. The present embodiment can be applied to a case where a driver assists in braking a locomotive according to a perceived situation in rail transit. The method can be executed by a brake device of the locomotive, which can be implemented in the form of hardware and / or software. The automatic brake device of the locomotive can be configured in an electronic device, in particular, a monitoring device in the locomotive. For example, Figure 1As shown, the method comprises:

[0031] Step 101, when the internal combustion locomotive is running on the track, the preset sensor is called to collect and perceive the sensing data related to braking.

[0032] The internal combustion locomotive uses an internal combustion engine as the prime mover to drive the wheels to rotate through a transmission device. According to the classification of the fuel type of the internal combustion engine on the locomotive, most of the internal combustion locomotives are equipped with diesel engines. Diesel is burned in the cylinder to convert thermal energy into mechanical energy output by the diesel crankshaft, but it is not used to directly drive the driving wheels, but is converted into mechanical energy suitable for the traction characteristics of the locomotive through the transmission device, and then drives the locomotive wheels to rotate on the track through the running gear.

[0033] When the internal combustion locomotive is used for shunting in a steel plant, the diesel engine is the only power source of the internal combustion locomotive. Since the speed and output power of the diesel engine need to be constantly changed to meet the traction demand, in order to ensure the normal operation of the locomotive, the diesel engine is always in working condition. The traction tonnage of the shunting operation in the plant area is large, ranging from seven hundred tons to about one thousand five hundred tons, and generally single machine operation is required, which requires a large starting traction force and continuous traction force. The speed of the plant operation is generally low, and the traction force power required by the shunting machine is much lower than that of the main line locomotive, and the traction power of most shunting in the plant does not exceed 700kw.

[0034] When the internal combustion locomotive is running on the track, the sensing data that can assist the driver to brake is analyzed, and further, the environmental data of the locomotive and the state data of the locomotive itself are analyzed, and the driver is assisted to brake the locomotive through the analysis of the data. The locomotive is provided with corresponding sensors, including speed sensors, distance sensors, and cameras. The corresponding sensors are connected with the monitoring device, such as Figure 2 As shown, when the locomotive is running, the corresponding sensors are continuously running to collect sensing data, including speed, distance, and video data. The called sensors include at least one of the speed sensor, the distance sensor, and the camera, and the sensing data is transmitted to the monitoring device to control the electromagnetic valve exhaust brake through the signal collected by the sensor to realize track deceleration or parking.

[0035] The locomotive is provided with a brake machine, and the brake machine has an air compressor for manufacturing and storing pressure air, a total air cylinder, and a brake valve for issuing and transmitting braking, releasing, and other instructions.

[0036] The electromagnetic valve is arranged in the brake machine, and the electromagnetic valve is a kind of automatic opening and closing stop valve relying on electromagnetic force, mainly used as automatic control object basic device, belongs to execution element.Sensor that can feedback pipeline pressure is installed on the pipeline where the electromagnetic valve is installed, and the sensor is used to monitor the normal value of pipeline pressure in real time when the locomotive is braked by the electromagnetic valve, and when the value of pipeline pressure is monitored to be not in the normal range, the electromagnetic valve is controlled to stop exhaust.

[0037] In an embodiment of the present application, step 101 can include the following steps:

[0038] Step 1011, calling the speed sensor to collect the speed of the locomotive running on the track as the perception data related to braking.

[0039] The perception data includes speed, and when the diesel locomotive runs on the track, the speed sensor collects the speed of the locomotive running on the track, and the speed sensor collects the speed of the locomotive running on the track as the perception data related to braking.

[0040] Step 1012, calling the distance sensor to collect the distance between the obstacle and the locomotive running direction as the perception data related to braking.

[0041] The perception data includes distance, and the distance sensor collects the distance between the obstacle (especially the terminal line) and the locomotive running direction. The distance sensor collects the distance between the obstacle and the locomotive running direction as the perception data related to braking.

[0042] The terminal line refers to the line where the car stop is arranged at the terminal of the track in the station.

[0043] Step 1013, calling the camera to collect video data in the direction of the locomotive running as the perception data related to braking.

[0044] The perception data includes video data, and the camera collects video data in the direction of the locomotive running, and the collected video data is used as the perception data related to braking. The video data collected by the camera is used with the speed data collected by the speed sensor.

[0045] The perception data obtained, such as speed, distance and video data, can be used alone or in combination. The perception data also includes video data. When the perception data collected by the distance sensor and the perception data collected by the speed sensor are found to be 30 meters away from the terminal line and the speed of the locomotive is greater than 5km / h, if it is monitored that the driver does not take braking measures for the locomotive, the brake machine intervenes to take braking measures for the locomotive, and controls the speed of the locomotive to be within 5km / h until the locomotive stops.

[0046] Step 102, detecting whether the locomotive meets the braking condition according to the sensing data.

[0047] The sensing data collected by the speed sensor and the distance sensor is used to further detect whether the locomotive meets the braking condition during operation. The optimal braking time of the locomotive is analyzed according to the sensing distance. The optimal braking time can reduce the speed of the locomotive at a suitable time, or keep normal operation at other times. The optimal braking time is standardized to obtain the braking condition. When the sensing data is detected, the sensing data can be compared with the braking condition in real time, so as to determine whether the locomotive currently meets the braking condition.

[0048] In an embodiment of the present application, step 102 can include the following steps:

[0049] Step 1021, comparing the speed with a preset first threshold value.

[0050] Step 1022, if the speed is greater than or equal to the first threshold value, it is determined that the locomotive meets the braking condition.

[0051] When the locomotive runs on a straight track, the first threshold value is set to 35 km / h; when the locomotive runs to 10 meters away from the crossing, the first threshold value is set to 10 km / h; and when the locomotive runs to 30 meters away from the end line, the first threshold value is set to 5 km / h.

[0052] The speed of the locomotive running on the track is compared with the preset first threshold value. If the speed is greater than or equal to the first threshold value, it means that the locomotive is overspeed, and it can be determined that the locomotive meets the braking condition.

[0053] That is, when the locomotive travels on the track of the straight line, when the speed sensor collects the speed of the locomotive traveling on the track of the straight line greater than or equal to 35km / h, if it is monitored that the driver does not take any braking measures for the locomotive, at this time the brake intervenes to take braking measures for the locomotive, so that the speed of the locomotive on the straight track is reduced to 15km / h. When the speed of the locomotive on the straight track is reduced to 15km / h, if it is monitored that the driver does not take the measures to reduce the throttle at this time, the brake controls the locomotive to take emergency braking for the track car to stop; the crossing is the intersection of the road and the railway plane, when the speed sensor collects the speed of the locomotive running to the distance of 10 meters from the crossing greater than or equal to 10km / h, if it is monitored that the driver does not take any braking measures for the locomotive, at this time the brake intervenes to take braking measures for the locomotive, so that the speed of the locomotive before the crossing is reduced to 5km / h, when the brake monitors that the speed of the locomotive is less than 5km / h, the brake releases the braking measures taken for the locomotive; when the distance sensor collects the sensing data about the distance greater than 30 meters and the distance sensor collects the sensing data about the running speed of the locomotive greater than 5km / h, that is, when the locomotive runs to the distance of 30 meters from the end line, when the speed of the locomotive at this time is greater than 5km / h, if it is monitored that the driver still does not take the measures to reduce the throttle for the locomotive at this time, then control the locomotive to reduce the speed to below 5km / h until the locomotive stops.

[0054] Step 1023, detecting the signal light in the video data.

[0055] Step 1024, if the color of the signal light is red or blue, it is determined that the locomotive meets the braking condition.

[0056] The video data collected is monitored, and the color of the signal light is detected from the video data using a target detection algorithm. If the locomotive is in front of the signal light and the color of the signal light is red or blue, it is determined that the locomotive meets the braking condition. The signal light in blue represents the shunting signal, and the signal light in red means that it cannot be overtaken. The task of the target detection algorithm is all objects of interest in the image, to determine their categories and positions. In addition to image classification, the core problem to be solved by target detection is that objects may appear at any position in the image, objects have various sizes, and objects may have various shapes. The target detection algorithm can be applied to face detection, pedestrian detection, vehicle detection, road detection, obstacle detection, etc.

[0057] Step 1025, comparing the distance with a preset second threshold.

[0058] Step 1026, if the distance is less than or equal to the second threshold, it is determined that the locomotive meets the braking condition, and the brake is controlled to take braking operation for the locomotive.

[0059] When the locomotive drives in front of the crossing, the second threshold is set to 10 meters; when the locomotive runs more than 30 meters and less than 100 meters from the end line, the second threshold is set to 30 meters.

[0060] The distance sensor is called to collect perception data about the distance, and if the distance is less than or equal to the second threshold, indicating that the locomotive is located in front of the obstacle and too close to the obstacle (especially the end line), it can be determined that the locomotive meets the braking condition, and the brake is controlled to take braking operation on the locomotive.

[0061] Step 1027, detecting obstacle information in the video data.

[0062] Step 1028, if the obstacle information is that there are pedestrians on the crossing, it is determined that the locomotive meets the braking condition.

[0063] In this embodiment, the video data is subjected to semantic segmentation to obtain obstacle information, and if the obstacle information is that the track in front of the crossing passes through the crossing and there is an obstacle (including pedestrians, goods, etc.) on the crossing, it can be determined that the locomotive meets the braking condition. Semantic segmentation of video data means that a semantic label is added to the segmented image, i.e. different colors represent different categories of objects, a label is added to each category of object in the segmented image, and a color depth image is input. Semantic segmentation of video data is widely used in automatic driving systems and unmanned aerial vehicle applications. Pixels are grouped / segmented according to different semantic meanings expressed in the image. Video data semantic segmentation is a machine that automatically segments and identifies the content in the image, such as a picture of a person riding a motorcycle. The machine should be able to generate a picture and label which part of the picture is a person or a vehicle. The video data obtained by monitoring and collecting is detected from the video data to obtain obstacle information, and if the obstacle information is that there are pedestrians on the crossing, it is determined that the locomotive meets the braking condition.

[0064] Step 103, if the locomotive meets the braking condition, the electromagnetic valve is controlled to exhaust air to drive the brake to brake.

[0065] The locomotive is provided with a brake, and the brake has an air compressor for manufacturing and storing pressure air, a total air cylinder, and a brake valve for issuing and transmitting braking, releasing and other instructions.

[0066] An electromagnetic valve is arranged in the brake, which is a stop valve that automatically opens and closes by electromagnetic force and is mainly used as an automatic basic device for controlling objects and belongs to an execution element. A sensor that can feedback the pressure of the pipeline is installed on the electromagnetic valve installation pipeline. The sensor is used to monitor the normal value of the pipeline pressure in real time when the locomotive is being exhaust-braked by the electromagnetic valve. When it is monitored that the value of the pipeline pressure is not within the normal range, an instruction is sent to control the electromagnetic valve to stop exhaust.

[0067] Train in railway transport in large equipment, in the operation of the train at any time to slow down or stop, so the locomotive is usually combined with the brake brake operation, commonly used brake Jz-7 type brake, Jz-7 type can be applied to two different vehicles with different release performance, through the conversion of goods, passenger conversion valve and distribution valve on the conversion cover plate, suitable for different requirements of train brake once release or stage release, can automatically maintain pressure, easy to operate. Handle placed in different brake position can get a corresponding pressure reduction and automatic pressure, not affected by temperature changes.

[0068] The main components of Jz type brake include air source part, control part, relay part and execution part. The air source part provides compressed air for the brake and stores air, mainly composed of compressor, drying tower and total air cylinder. The control part is the operating part of the brake, which controls the deceleration and stopping of the locomotive, mainly including automatic brake valve, emergency brake valve and independent brake valve. The intermediate part is the transmission part of brake control command, mainly including relay valve, reversing valve, distribution valve and acting valve. The execution part is the terminal basic device of brake execution, mainly including brake cylinder, brake shoe and brake shoe gap adjuster, etc. The deceleration and braking of the train in the running process is mainly controlled by operating the automatic brake valve.

[0069] As shown in Figure 2 , the output end of the monitoring device is connected with the feedback end of No. 8 bypass valve, No. 8 stop valve, No. 3 valve, No. 8 valve, No. 2 valve, No. 1 valve and XR valve, the speed sensor, distance sensor and camera are respectively connected with the input end of the monitoring device, the monitoring device is connected with the input line of the speed sensor, distance sensor and camera, respectively, the output end of the monitoring device is connected with the total air pipe electromagnetic valve (No. 3 valve), total air cut-off electromagnetic valve (No. 8 valve), equalizing air cylinder electromagnetic valve (No. 1 valve), train pipe air release electromagnetic valve (No. 2 valve) and pressure relief electromagnetic valve XR line after data analysis, at the same time, the monitoring device is connected with the feedback line of total air pipe pressure sensor, total air cut-off pipe pressure sensor, equalizing air cylinder pressure sensor, train pipe pressure sensor and brake cylinder pressure sensor.

[0070] When the sensing data meets the brake condition of the locomotive, it means that it is the optimal braking opportunity for the locomotive at present, at this time, the monitoring device sends an enable signal to the electromagnetic valve and controls the electromagnetic valve to release air, so as to drive the brake to brake the locomotive.

[0071] In the specific implementation, as shown in Figure 2 and Figure 3 , as shown in Figure 4The shown brake machine includes automatic brake valve, relay valve, distribution valve, acting valve, total wind cylinder, the total wind cylinder pipe 3, train pipe 2, feedback total wind cut-off pipe 8H are accessed between automatic brake valve and relay valve, train pipe 2 is accessed between distribution valve and relay valve, acting pipe 14 is accessed between distribution valve and acting valve, total wind cylinder pipe 3 is accessed total wind pipe, automatic brake valve is accessed equalizing air cylinder, acting valve is accessed brake cylinder.

[0072] The electromagnetic valve includes total wind pipe electromagnetic valve (3 valve), equalizing air cylinder electromagnetic valve (1 valve), pressure relief electromagnetic valve (XR), total wind cut-off electromagnetic valve (8 valve), total wind pipe electromagnetic valve (3 valve) is accessed total wind cylinder pipe (3), equalizing air cylinder electromagnetic valve (1 valve) is accessed equalizing air cylinder, pressure relief electromagnetic valve (XR) is accessed total wind cylinder pipe (3) between automatic brake valve and total wind pipe electromagnetic valve (3 valve), the first port 8A and the third port 8C of total wind cut-off electromagnetic valve (8 valve) are all accessed feedback total wind cut-off pipe 8H, the second port 8B is accessed total wind cylinder pipe 3.

[0073] As Figure 3 , as Figure 4 The shown, F1, F2, F3 are exhaust port, 1J, 8J are stop valve, 3A is total wind cylinder pipe. Pressure sensor includes equalizing air cylinder pressure sensor 1P, total wind pressure sensor 3P, train pipe pressure sensor 2P, total wind cut-off pipe pressure sensor 8P, brake cylinder pressure sensor 12P, total wind cylinder pressure sensor 13P, pressure sensor 1P is to detect equalizing air cylinder pressure value, pressure sensor 2P is to detect train pipe 2 pressure value, pressure sensor 3P is to detect the pressure value between automatic brake valve and total wind electromagnetic valve 3B, pressure sensor 8P is to detect the pressure value between total wind cut-off electromagnetic valve (8 valve) and relay valve, pressure sensor 12P is to detect brake cylinder pressure value, pressure sensor (13P) is to detect total wind cylinder pressure value. Stop valve is to cut off the pipeline between equalizing air cylinder electromagnetic valve (1 valve) and equalizing air cylinder, total wind cylinder and total wind cut-off electromagnetic valve (8 valve).

[0074] As Figure 2 The shown, equalizing air cylinder pressure sensor 1P circuit end is connected with monitoring device feedback port, and wind path port is connected with equalizing air cylinder pipe. Total wind pressure sensor 3P circuit end is connected with monitoring device feedback port, and wind path port is connected with total wind pipe electromagnetic valve (3 valve) 3B pipe. Train pipe pressure sensor 2P circuit end is connected with monitoring device feedback port, and wind path port is connected with train pipe 2. Total wind cut-off pipe pressure sensor 8P circuit end is connected with monitoring device feedback port, and wind path port is connected with the 8C port of total wind cut-off electromagnetic valve (8 valve). Brake cylinder pressure sensor 12P circuit end is connected with monitoring device feedback port, and wind path port is connected with brake cylinder pipe 12.

[0075] AsFigure 2 , as shown in Figure 3 , as shown in Figure 4 , the total air pipe electromagnetic valve (3 valve) and monitoring device output port connected, air path part of the inlet 3A and total air cylinder pipe (3 pipe) connected, air path part of the outlet 3B and automatic brake valve of the total air pipe (3 pipe) connected.

[0076] As shown in Figure 2 , as shown in Figure 3 , as shown in Figure 4 , the total air electromagnetic valve (8 valve) and monitoring device output port connected, air path part of the inlet (8B) and total air cylinder pipe (3 pipe) connected, air path part of the outlet 8C and relay valve of the total air cut (8) connected, total air cut electromagnetic valve (8 valve) 8A and automatic brake valve of the 8 pipe connected. 8 bypass valve and monitoring device output port connected, air path part of the inlet and total air cut electromagnetic valve (8 valve) 8B pipe connected, the outlet and the pipe of the total air cut pipe 8H pipe connected. Balanced air cylinder electromagnetic valve (1 valve) and monitoring device output port connected, air path part of the inlet 1A and balanced air cylinder pipe 1 connected. Train pipe air release electromagnetic valve (2 valve) and monitoring device output port connected, air path part of the inlet and train pipe 2 connected. Pressure relief electromagnetic valve (XR) and monitoring device output port connected. Air path part and total air electromagnetic valve (3 valve) outlet 3B connected.

[0077] Among them, the speed sensor provides the locomotive running speed signal for the monitoring device, the ranging sensor provides the signal between the locomotive and the signal lamp and the dead end for the monitoring device, the camera provides the signal lamp, crossing pedestrian and vehicle situation signal for the monitoring device, the monitoring device analyzes the input signal of the speed sensor, ranging sensor and camera and outputs to the brake.

[0078] As shown in Figure 3 , as shown in Figure 4As shown, the stop valve includes: equalizing air cylinder pipe stop valve 1J, total air block pipe stop valve 8J. Equalizing air cylinder pipe stop valve 1J is installed at the pipe orifice of equalizing air cylinder pipe 1 and equalizing air cylinder solenoid valve (1st valve) 1A. Total air block pipe stop valve 8J is installed at the pipe orifice of total air cylinder pipe 3 and total air block solenoid valve (8th valve) 8B. The pipeline includes: 14MM total air cylinder pipe 3A, 14MM total air cylinder pipe 3B, 10MM equalizing air cylinder pipe 1A, 10MM total air block pipe 8A, 10MM total air block pipe 8B, 10MM total air block pipe 8C. The pipeline with 10mm and 14mm pipe diameter provides pressure air for the connection between total air pipe solenoid valve (3rd valve), total air block solenoid valve (8th valve), equalizing air cylinder solenoid valve (1st valve), train pipe air release solenoid valve (2nd valve), pressure sensor and pressure release solenoid valve XR; 14MM total air cylinder pipe 3A and 14MM total air cylinder pipe 3B are connected with automatic brake valve total air pipe 3 and total air cylinder side total air pipe 3 respectively. 10MM equalizing air cylinder pipe 1A is connected with automatic brake valve equalizing air cylinder pipe 1. 10MM total air block pipe 8A is connected with automatic brake valve total air block valve pipe 8H respectively, 10MM total air block pipe 8B is connected with total air cylinder side total air pipe 3, and 10MM total air block pipe 8C is connected with relay valve total air block valve 8H.

[0079] In one embodiment of the present application, step 103 can include the following steps:

[0080] Step 1031, control total air pipe solenoid valve to close the passage between automatic brake valve and total air pipe in total air cylinder pipe.

[0081] When the locomotive meets the braking condition, before controlling the air release of the solenoid valve to drive the brake, first control the total air pipe solenoid valve (3rd valve) to close the passage between the automatic brake valve and the total air pipe 3 in the total air cylinder pipe 3A.

[0082] Step 1032, control equalizing air cylinder solenoid valve to open the air release port to release the air in the equalizing air cylinder.

[0083] After controlling the total air pipe solenoid valve (3rd valve) to close the passage between the automatic brake valve and the total air pipe 3 in the total air cylinder pipe (3A), control the equalizing air cylinder solenoid valve (1st valve) to open the air release port to release the air in the equalizing air cylinder. The air release time is 5-7 seconds. To ensure the accuracy of the air release time of the equalizing air cylinder solenoid valve, control the pressure release valve XR to perform the air release operation.

[0084] Step 1033, control the pressure release valve to release part of the air in the total air cylinder pipe between the automatic brake valve and the total air pipe solenoid valve.

[0085] When the control equalizing air cylinder solenoid valve (1 valve) open exhaust air outlet to exhaust air in the equalizing air cylinder, control pressure relief valve XR exhaust located between the automatic brake valve and the main air pipe solenoid valve (3 valve) in the main air cylinder pipe 3 part of the pressure air.

[0086] In one embodiment of the present application, step 1033 can include the following steps:

[0087] Step 10331, detect the pressure of the equalizing air cylinder (1P) as the first reference value.

[0088] The pressure sensor 1P line pressure is 500 kPa, when the 3 valve is closed, the 3P pressure sensor detects the line pressure is greater than the pressure sensor 1P detects the line pressure value, at this time need to open the pressure relief valve for pressure relief operation. When the pressure relief valve XR is powered on or off, the pressure value obtained by the pressure sensor 1P and the pressure sensor 3P detection, and then control the exhaust operation of the pressure relief valve, further, the main air pipe solenoid valve (3 valve) is powered on at the same time, the main air cut-off solenoid valve (8 valve) is powered on to open 8B through 8C to the relay valve charging air passage, the purpose is to close the relay valve main air pipe 3A to the train pipe 2 passage, make the relay valve work stable. Therefore, the pressure sensor 1P detects the pressure of the equalizing air cylinder, and the pressure value is taken as the first reference value.

[0089] Step 10332, detect the pressure 3P in the main air cylinder pipe 3 between the automatic brake valve and the main air pipe solenoid valve (3 valve) as the second reference value.

[0090] The pressure sensor 3P detects the pressure in the main air cylinder pipe 3 between the automatic brake valve and the main air pipe solenoid valve (3 valve), and the pressure value is taken as the second reference value.

[0091] Step 10333, calculate the ratio between the first reference value and the second reference.

[0092] The pressure values at 1P pipe and 3P pipe are detected by pressure sensors 1P and 3P. When the main air pipe solenoid valve (3 valve) is powered on and closed, the pressure at 1P pipe is simultaneously exhausted for 5-7 seconds at this time, and the pressure of the equalizing air cylinder decreases from 500 kPa to 350 kPa. At this time, the ratio of the first reference value to the second reference value is calculated.

[0093] If the ratio is less than the third threshold value, control the pressure relief valve XR to start exhausting air in the main air cylinder pipe 3 between the automatic brake valve and the main air pipe solenoid valve (3 valve). The third threshold value is 1.

[0094] Step 10334, if the ratio is equal to the third threshold value, control the pressure relief valve XR to stop exhausting air in the main air cylinder pipe 3 between the automatic brake valve and the main air pipe solenoid valve (3 valve).

[0095] In the process of controlling the pressure relief valve XR to discharge air in the air reservoir pipe 3 between the automatic brake valve and the main air pipe electromagnetic valve (valve 3), the ratio between the first reference value and the second reference value is detected, and when the ratio between the first reference value and the second reference value is equal to the third threshold value, the pressure relief valve XR is controlled to stop discharging air in the air reservoir pipe 3 between the automatic brake valve and the main air pipe electromagnetic valve (valve 3).

[0096] Wherein the pressure sensor 8P implements feedback of the pressure value of the main air cut-off pipe 8H, at this time, the pressure in the middle chamber of the relay valve is reduced, the diaphragm is pushed to open the exhaust valve port due to the pressure in the train pipe 2 being greater than the pressure in the middle chamber, the pressure change in the train pipe 2 controls the distribution valve to open the passage of the main air pipe 3 to the action pipe 14 of the action valve, the action valve opens the passage of the main air cylinder to the brake cylinder, the locomotive completes the service brake, and the pressure sensor detects the pressure value of the brake cylinder in real time to determine whether it meets the requirements. When the pressure in the brake cylinder is 350 kPa, it meets the requirements.

[0097] Step 1034, control the main air cut-off electromagnetic valve (valve 8) to open the passage of the main air pipe 3 to the middle chamber of the relay valve through the second port 8B and the third port 8C.

[0098] When the main air pipe electromagnetic valve (valve 3) is powered on, the main air cut-off electromagnetic valve (valve 8) is controlled to open the passage of the main air pipe 3 to the middle chamber of the relay valve through the second port 8B and the third port 8C, so as to close the passage of the relay valve to the train pipe 2 through the main air pipe 3, the pressure in the middle chamber of the relay valve is reduced, the relay valve works stably, and the diaphragm is pushed to open the exhaust valve due to the pressure in the train pipe 2 being greater than the pressure in the middle chamber, at this time, the train pipe 2 exhausts due to the pressure being greater than the pressure in the middle chamber.

[0099] Step 1035, when the pressure in the train pipe 2 changes, the distribution valve is controlled to open the passage of the main air pipe 3 to the action pipe 14, so as to make the action valve open the passage of the main air cylinder to the brake cylinder, and the locomotive completes the brake.

[0100] The pressure change in the train pipe 2 controls the distribution valve to open the passage of the main air cylinder 3 to the action pipe 14 of the action valve, at this time, the action valve opens the passage of the main air cylinder to the brake cylinder, and the locomotive completes the service brake.

[0101] In another embodiment of the present application, after step 1035, step 103 can further include the following steps:

[0102] Step 1041, detect the pressure of the brake cylinder.

[0103] Step 1042, if the pressure of the brake cylinder is greater than the fourth preset threshold value, control the main air pipe electromagnetic valve (valve 3) to close the passage of the main air cylinder pipe (3) to the main air pipe through the automatic brake valve.

[0104] When the normal braking fails, the monitoring device sends an emergency braking command. If the pressure of the brake cylinder is greater than a preset fourth threshold value, the control main air pipe electromagnetic valve (valve No. 3) closes the passage of the automatic brake valve to the main air pipe in the main air cylinder pipe 3, and first the main air pipe electromagnetic valve (valve No. 3) is powered on to close the passage of the automatic brake valve main air pipe 3A to the main air pipe 3.

[0105] Step 1043, control the equalizing air cylinder electromagnetic valve (valve No. 1) to open the air exhaust port to exhaust the air in the equalizing air cylinder.

[0106] When the main air pipe electromagnetic valve (valve No. 3) is powered on to close the passage of the automatic brake valve main air pipe 3A to the main air pipe 3, the equalizing air cylinder electromagnetic valve (valve No. 1) is powered on to open the air exhaust port to exhaust the air in the equalizing air cylinder to reduce the pressure in the equalizing air cylinder.

[0107] Step 1044, control the main air cut-off electromagnetic valve (valve No. 8) to open the passage of the second port 8B and the third port 8C to the relay valve to close the passage of the relay valve to the train pipe 2 through the main air pipe 3.

[0108] When the equalizing air cylinder is controlled to exhaust air and the pressure in the equalizing air cylinder is reduced, the main air cut-off electromagnetic valve (valve No. 8) is controlled to open the passage of the second port 8B and the third port 8C to the relay valve to close the passage of the relay valve to the train pipe 2 through the main air pipe 3, so that the relay valve works stably. There is a valve inside the relay valve to connect the main air cylinder pipe 3A and the train pipe 2.

[0109] Step 1045, control the train pipe air exhaust electromagnetic valve (valve No. 2) to open the air exhaust port to exhaust the air in the train pipe 2.

[0110] When the train pipe air exhaust electromagnetic valve (valve No. 2) is controlled to open the passage to the atmosphere and exhaust the air in the train pipe 2, the pressure of the train pipe 2 is quickly reduced to 0.

[0111] Step 1036, when the pressure of the train pipe 2 changes, control the distribution valve to open the passage of the main air pipe (3) to the action pipe (14).

[0112] Step 1046, when the pressure of the train pipe (2) changes, control the distribution valve to open the passage of the main air pipe (3) to the action pipe (14).

[0113] When the monitoring device detects that the pressure of the train pipe 2 changes, the distribution valve is controlled to open the passage of the main air pipe 3 to the action pipe 14 connected to the action valve.

[0114] Step 1047, control the action valve to open the passage of the main air cylinder to the brake cylinder to brake the locomotive.

[0115] The control action opens the passage of the total air cylinder to the brake cylinder to make the locomotive emergency brake. The pressure sensor detects the pressure value of the brake cylinder air in real time. When the pressure value of the brake cylinder air is 350 kPa, it meets the requirements.

[0116] In another embodiment of the present application, step 103 can further include the following steps:

[0117] Step 1051, when the total air cutoff solenoid valve (8 valve) fails, control the bypass valve to open the passage of the second port 8B to the feedback total air cutoff pipe (8).

[0118] The solenoid valve further includes a bypass valve and a stop valve. One end of the bypass valve is connected to the second port 8B, and the other end is connected to the feedback total air cutoff pipe 8. One end of the stop valve is connected to the first port 8A, and the other end is connected to the feedback total air cutoff pipe 8.

[0119] When the bypass valve 8C fails, the total air cutoff solenoid valve (8 solenoid valve), control the bypass valve 8C to open the passage of the second port 8B to the feedback total air cutoff pipe 8, so as to prevent the relay valve total air pipe 3 from leaking to the train pipe 2.

[0120] Step 1052, detect the pressure (8P) of the feedback total air cutoff pipe (8H) between the relay valve and the total air cutoff solenoid valve (8 valve) as the third reference value.

[0121] If the third reference value is less than the preset third threshold value, the bypass valve is opened or closed at the same time.

[0122] Detect the pressure 8P of the feedback total air cutoff pipe 8H between the relay valve and the total air cutoff solenoid valve (8 valve) as the third reference value. The pressure 8P of the feedback total air cutoff pipe 8H represents the pressure value of the total air cylinder. If the third reference value is less than the preset third threshold value, the bypass valve is opened or closed at the same time. The pressure value range is set to 750 kPa to 900 kPa.

[0123] The pressure sensor 13P detects the pressure value of the total air cylinder and sets the fifth threshold value. If the third reference value is less than the preset fifth threshold value, the bypass valve 8C is opened at the same time. If the fifth threshold value is within the fixed pressure value range, the bypass valve 8C is closed.

[0124] In the embodiment of the present application, when the internal combustion locomotive is running on the track, the preset sensor sensing collection and braking related sensing data are called; the locomotive is provided with a brake, and an electromagnetic valve is arranged in the brake; whether the locomotive meets the braking condition is detected according to the sensing data; if the locomotive meets the braking condition, the electromagnetic valve is controlled to exhaust air to drive the brake to brake. On the one hand, the existing brake of the internal combustion locomotive is modified, and the electromagnetic valve is added, and the electromagnetic valve controls the exhaust air to realize the braking of the brake; on the other hand, the sensor is added to the locomotive to sense the situation related to braking in running, so that the locomotive can correctly understand the running situation and assist the driver to find the optimal braking time to brake, which can reduce the probability of traffic accidents and protect the personal safety and asset safety of the staff.

[0125] In the embodiment of the present application, when the internal combustion locomotive is running on the track, the preset sensor sensing collection and braking related sensing data are called; the locomotive is provided with a brake, and an electromagnetic valve is arranged in the brake; whether the locomotive meets the braking condition is detected according to the sensing data; if the locomotive meets the braking condition, the electromagnetic valve is controlled to exhaust air to drive the brake to brake. On the one hand, the existing brake of the internal combustion locomotive is modified, and the electromagnetic valve is added, and the electromagnetic valve controls the exhaust air to realize the braking of the brake; on the other hand, the sensor is added to the locomotive to sense the situation related to braking in running, so that the locomotive can correctly understand the running situation and assist the driver to find the optimal braking time to brake, which can reduce the probability of traffic accidents and protect the personal safety and asset safety of the staff.

[0126] Embodiment two

[0127] Figure 5 A structure schematic diagram of a brake device of a locomotive is provided for the embodiment two of the present application. As shown in the figure, Figure 5 The device comprises:

[0128] A sensing data calling module 501 is used to call the preset sensor sensing collection and braking related sensing data when the internal combustion locomotive is running on the track; the locomotive is provided with a brake, and an electromagnetic valve is arranged in the brake;

[0129] A data detection module 502 is used to detect whether the locomotive meets the braking condition according to the sensing data;

[0130] The locomotive braking module 503 controls the electromagnetic valve exhaust to drive the brake to brake if the locomotive meets the braking condition.

[0131] In an embodiment of the present application, the sensor comprises at least one of a speed sensor, a distance sensor and a camera.

[0132] The perception data calling module 501 comprises:

[0133] The speed perception module calls the speed sensor to collect the speed of the locomotive running on the track as the braking-related perception data.

[0134] And / or

[0135] The distance perception module calls the distance sensor to collect the distance between the locomotive and the obstacle in the direction of the locomotive as the braking-related perception data.

[0136] And / or

[0137] The video data perception module calls the camera to collect the video data in the direction of the locomotive as the braking-related perception data.

[0138] In an embodiment of the present application, the locomotive braking module 503 comprises:

[0139] The first threshold comparison module compares the speed with a preset first threshold value.

[0140] The braking condition determination module determines that the locomotive meets the braking condition if the speed is greater than or equal to the first threshold value.

[0141] And / or

[0142] The video data detection module detects the signal light in the video data.

[0143] The signal light color judgment module determines that the locomotive meets the braking condition if the color of the signal light is red or blue.

[0144] And / or

[0145] The second threshold comparison module compares the distance with a preset second threshold value.

[0146] The distance determination braking condition module determines that the locomotive meets the braking condition if the distance is less than or equal to the second threshold value.

[0147] The obstacle information detection module detects the obstacle information in the video data.

[0148] The crossing detection module is configured to determine that the locomotive meets the braking condition if the obstacle information indicates that the obstacle is located on a crossing on the track.

[0149] In one embodiment of the present application, the brake machine comprises an automatic brake valve, a relay valve, a distribution valve, an acting valve, a total air cylinder, the automatic brake valve and the relay valve are connected with a total air cylinder pipe, a train pipe and a feedback total air cutoff pipe, the distribution valve and the relay valve are connected with the train pipe, the distribution valve and the acting valve are connected with an acting pipe, the total air cylinder pipe is connected with a total air pipe, the automatic brake valve is connected with an equalizing air cylinder, and the acting valve is connected with a brake cylinder.

[0150] The electromagnetic valve comprises a total air pipe electromagnetic valve, an equalizing air cylinder electromagnetic valve, a pressure relief electromagnetic valve and a total air cutoff electromagnetic valve, the total air pipe electromagnetic valve is connected with the total air cylinder pipe, the equalizing air cylinder electromagnetic valve is connected with the equalizing air cylinder, the pressure relief electromagnetic valve is connected with the total air cylinder pipe between the automatic brake valve and the total air pipe electromagnetic valve, the first port and the third port of the total air cutoff electromagnetic valve are connected with the feedback total air cutoff pipe, and the second port is connected with the total air cylinder pipe.

[0151] The locomotive braking module 503 comprises:

[0152] The passage closing module is configured to control the total air pipe electromagnetic valve to close the passage between the total air cylinder pipe and the total air pipe between the automatic brake valve and the total air pipe.

[0153] The air exhaust module is configured to control the equalizing air cylinder electromagnetic valve to open an air exhaust port to exhaust air in the equalizing air cylinder.

[0154] The pressure relief valve air exhaust module is configured to control the pressure relief valve to exhaust part of air in the total air cylinder pipe between the automatic brake valve and the total air pipe electromagnetic valve.

[0155] The passage opening module is configured to control the total air cutoff electromagnetic valve to open the passage for the relay valve to be inflated through the second port and the third port, so as to close the passage for the relay valve to be aerated to the train pipe through the total air pipe, the middle chamber pressure of the relay valve is reduced, and the train pipe is exhausted due to the pressure being greater than the middle chamber pressure.

[0156] The distribution valve opening passage module is configured to control the distribution valve to open the passage for the acting valve to be aerated to the brake cylinder through the total air pipe when the pressure of the train pipe changes, so as to make the acting valve open the passage for the brake cylinder to be aerated to the brake cylinder through the total air cylinder, and the locomotive completes braking.

[0157] In one embodiment of the present application, the pressure relief valve air exhaust module comprises:

[0158] a first reference value obtaining module configured to detect a pressure of the equalizing air cylinder as a first reference value;

[0159] a second reference value obtaining module configured to detect a pressure in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve as a second reference value;

[0160] a ratio calculating module configured to calculate a ratio between the first reference value and the second reference value;

[0161] a ratio comparing module configured to control the pressure relief valve to start discharging air in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve if the ratio is less than a third threshold value;

[0162] an air discharging stopping module configured to control the pressure relief valve to stop discharging air in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve if the ratio is equal to the third threshold value.

[0163] In an embodiment of the present application, the electromagnetic valve further comprises a train pipe air release electromagnetic valve connected to the train pipe;

[0164] The locomotive brake module 503 further comprises:

[0165] a brake cylinder pressure detecting module configured to detect a pressure of the brake cylinder;

[0166] a fourth threshold value comparing module configured to control the main air pipe electromagnetic valve to close a passage of the main air cylinder pipe to the main air pipe through the automatic brake valve if the pressure of the brake cylinder is greater than a preset fourth threshold value;

[0167] an air release port opening module configured to control the equalizing air cylinder electromagnetic valve to open an air release port to discharge air of the equalizing air cylinder;

[0168] a passage opening module configured to control the main air cut-off electromagnetic valve to open a passage of the relay valve to the main air pipe through the second port and the third port to close a passage of the relay valve to the train pipe through the main air pipe;

[0169] a train pipe air discharging module configured to control the train pipe air release electromagnetic valve to open an air release port to discharge air of the train pipe;

[0170] a distribution valve opening passage module configured to control the distribution valve to open a passage of the action pipe to the main air pipe when the pressure of the train pipe changes;

[0171] a locomotive brake module configured to control the action valve to open a passage of the brake cylinder to the main air cylinder to brake the locomotive.

[0172] In one embodiment of the present application, the electromagnetic valve further comprises a bypass valve and a cut-off valve, one end of the bypass valve is connected to the second port and the other end is connected to the feedback total air block pipe, one end of the cut-off valve is connected to the first port and the other end is connected to the feedback total air block pipe; the module further comprises:

[0173] A bypass valve opening path module is configured to control the bypass valve to open a path for air to pass through the second port and the feedback total air block pipe when the total air block electromagnetic valve fails;

[0174] A third reference value obtaining module is configured to detect the pressure of the feedback total air block pipe between the relay valve and the total air block electromagnetic valve as a third reference value;

[0175] A third threshold value comparison module is configured to control the bypass valve and the cut-off valve to be opened or closed at the same time if the third reference value is less than a preset third threshold value.

[0176] The device for automatically braking the rail car provided in the embodiments of the present application can execute the method for automatically braking the rail car provided in any of the embodiments of the present application, and has the corresponding function modules and beneficial effects of the method for automatically braking the rail car.

[0177] Embodiment three

[0178] Figure 6 A structural schematic diagram of an electronic device 10 that can be used to implement embodiments of the present application is shown. The electronic device is intended to represent various forms of digital computers, such as laptops, desktops, tablets, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular telephones, smart phones, wearable devices (e.g., headsets, glasses, watches, etc.), and other similar computing devices. The components shown here, their connections and relationships, and their functions, are meant to be examples only, and are not intended to limit the implementations of the present application described and / or claimed in this document.

[0179] As Figure 6As shown, the electronic device 10 includes at least one processor 11, and a memory, such as a read-only memory (ROM) 12A, a random access memory (RAM) 13, etc., communicatively connected to the at least one processor 11, where the memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer programs stored in the read-only memory (ROM) 12A or loaded into the random access memory (RAM) 13 from the storage unit 18. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12A, and the RAM 13 are connected to each other through a bus 14A. An input / output (I / O) interface 15 is also connected to the bus 14A.

[0180] Various components in the electronic device 10 are connected to the I / O interface 15, including an input unit 16, such as a keyboard, a mouse, etc., an output unit 17, such as various types of displays, a speaker, etc., a storage unit 18, such as a magnetic disk, an optical disk, etc., and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network, such as the Internet, and / or various telecommunication networks.

[0181] The processor 11 can be various general and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 performs various methods and processes described above, such as the locomotive braking method.

[0182] In some embodiments, the locomotive braking method can be implemented as a computer program tangibly embodied in a computer readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 10 via the ROM 12A and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the locomotive braking method described above can be performed. Alternatively, in other embodiments, the processor 11 can be configured to perform the locomotive braking method by any other appropriate means, such as by means of firmware.

[0183] The various embodiments of the systems and techniques described above can be implemented in digital electronic circuitry, integrated circuitry, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on a chip (SOC), a load programmable logic device (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0184] Computer programs used to implement the processes of the application can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer program

[0185] In the context of the present application, a computer-readable storage medium can be a tangible medium that can contain or store computer programs for use by or in connection with an instruction execution system, apparatus, or device. Computer-readable storage media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium will include one or more lines of electrical connections, portable computer disks, hard disk drives, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fibers, portable compact disc read-only memories (CD-ROMs), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0186] To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can be used to provide for interaction with a user as well; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form, including acoustic, speech, or tactile input.

[0187] The systems and techniques described here can be implemented in a computing system that includes a back end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front end component (e.g., a user computer having a graphical user interface or a Web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back end, middleware, or front end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network (LAN), a wide area network (WAN), blockchain network, and the Internet.

[0188] The computing system can include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. A server can be a cloud server, also known as cloud computing server or cloud host, which is a host product in the cloud computing service system, to solve the defects of large management difficulty and weak business scalability in traditional physical host and VPS service.

[0189] Embodiment Four

[0190] The embodiment of the present application also provides a computer program product, which comprises a computer program, and the computer program implements the locomotive braking method provided by any of the embodiments of the present application when executed by a processor.

[0191] The computer program code can also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce the computer implemented process such that the

[0192] It should be understood that the various forms of flow shown in the figures are illustrative examples of implementing the steps of the application. Several steps have been described as being performed by a single device. It will be understood that these steps can be performed by a single device or multiple devices. It will also be understood that the steps can be performed in a different order than that shown in the figures. It will also be understood that the steps can be performed concurrently or sequentially. It will also be understood that the steps can be performed by different entities. It will also be understood that the steps can be performed by a combination of devices and entities. It will also be understood that the steps can be performed by a combination of devices and entities.

[0193] The specific embodiments have been shown and described for the purposes of illustrating the physiological principles of the application and its practical application. This description is in no way intended to limit the scope of the application. Various modifications, combinations, sub-combinations, and alternatives can occur to one of ordinary skill in the art upon reading this description. Such modifications, combinations, sub-combinations, and alternatives are intended to fall within the scope of the application.

Claims

1. A method of braking a locomotive, characterized by, The method comprises: When the internal combustion locomotive is running on the track, preset sensors are called to collect and acquire sensing data related to braking; the locomotive is provided with a brake, and an electromagnetic valve is arranged in the brake; wherein a sensor for sensing feedback pipeline pressure is installed on the electromagnetic valve installation pipeline, and the sensor is used to monitor the normal value of the pipeline pressure in real time when the locomotive is being air exhaust braked by the electromagnetic valve, and when the value of the pipeline pressure is out of the normal range, an instruction is sent to control the electromagnetic valve to stop air exhaust; According to the sensing data, it is detected whether the locomotive meets the braking condition; If the locomotive meets the braking condition, the electromagnetic valve is controlled to exhaust air to drive the brake to brake; The preset sensors include at least one of a speed sensor, a distance sensor and a camera; The calling of the preset sensors to collect and acquire sensing data related to braking comprises: The speed sensor is called to collect the speed of the locomotive running on the track as the sensing data related to braking; And / or The distance sensor is called to collect the distance between the locomotive and an obstacle in the direction in which the locomotive runs as the sensing data related to braking; And / or The camera is called to collect video data in the direction in which the locomotive runs as the sensing data related to braking; The detection of whether the locomotive meets the braking condition according to the sensing data comprises: The speed is compared with a preset first threshold value; If the speed is greater than or equal to the first threshold value, it is determined that the locomotive meets the braking condition; And / or The signal light is detected in the video data; If the color of the signal light is red or blue, it is determined that the locomotive meets the braking condition; And / or The distance is compared with a preset second threshold value; If the distance is less than or equal to the second threshold value, it is determined that the locomotive meets the braking condition; And / or Obstacle information is detected in the video data; If the obstacle information is that there is an obstacle on the track through the crossing, it is determined that the locomotive meets the braking condition.

2. The method of claim 1, wherein, The brake comprises an automatic brake valve, a relay valve, a distribution valve, an acting valve, a total air cylinder, a total air cylinder pipe, a train pipe, a feedback total air cutoff pipe are connected between the automatic brake valve and the relay valve, the train pipe is connected between the distribution valve and the relay valve, the acting pipe is connected between the distribution valve and the acting valve, the total air pipe is connected to the total air cylinder pipe, the equalizing air cylinder is connected to the automatic brake valve, and the brake cylinder is connected to the acting valve. The electromagnetic valve comprises a total air pipe electromagnetic valve, an equalizing air cylinder electromagnetic valve, a pressure relief electromagnetic valve and a total air cutoff electromagnetic valve, the total air pipe electromagnetic valve is connected to the total air cylinder pipe, the equalizing air cylinder electromagnetic valve is connected to the equalizing air cylinder, the pressure relief electromagnetic valve is connected to the total air cylinder pipe between the automatic brake valve and the total air pipe electromagnetic valve, the first port and the third port of the total air cutoff electromagnetic valve are connected to the feedback total air cutoff pipe, and the second port is connected to the total air cylinder pipe. The control of the electromagnetic valve to exhaust air to drive the brake to brake comprises: The total air pipe electromagnetic valve is controlled to close the passage between the total air cylinder pipe and the total air pipe between the automatic brake valve and the total air pipe electromagnetic valve. Control the equalizing air cylinder electromagnetic valve to open the exhaust port, and exhaust the air in the equalizing air cylinder; Control the pressure relief electromagnetic valve to exhaust part of the air in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve; Control the main air cut-off electromagnetic valve to open the passage to the relay valve through the second port and the third port to close the passage of the relay valve to the train pipe through the main air pipe, and the pressure of the middle chamber of the relay valve decreases, and the train pipe exhausts due to the pressure being greater than the pressure of the middle chamber; When the pressure of the train pipe changes, control the distribution valve to open the passage to the action pipe through the main air pipe, so that the action valve opens the passage to the brake cylinder through the main air cylinder, and the locomotive completes braking.

3. The method of claim 2, wherein, The control of the pressure relief electromagnetic valve to exhaust part of the air in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve comprises: Detect the pressure of the equalizing air cylinder as a first reference value; Detect the pressure in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve as a second reference value; Calculate the ratio between the first reference value and the second reference value; If the ratio is less than a third threshold value, control the pressure relief electromagnetic valve to start exhausting the air in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve; If the ratio is equal to the third threshold value, control the pressure relief electromagnetic valve to stop exhausting the air in the main air cylinder pipe between the automatic brake valve and the main air pipe electromagnetic valve.

4. The method of claim 2, wherein, The electromagnetic valve further comprises a train pipe air exhaust electromagnetic valve connected to the train pipe; The control of the electromagnetic valve to exhaust to drive the brake to brake further comprises: Detect the pressure of the brake cylinder; If the pressure of the brake cylinder is greater than a preset fourth threshold value, control the main air pipe electromagnetic valve to close the passage of the main air cylinder pipe to the main air pipe through the automatic brake valve; Control the equalizing air cylinder electromagnetic valve to open the exhaust port to exhaust the air in the equalizing air cylinder; Control the main air cut-off electromagnetic valve to open the passage to the relay valve through the second port and the third port to close the passage of the relay valve to the train pipe through the main air pipe; Control the train pipe air exhaust electromagnetic valve to open the exhaust port to exhaust the air in the train pipe; When the pressure of the train pipe changes, control the distribution valve to open the passage to the action pipe through the main air pipe; Control the action valve to open the passage of the main air cylinder to the brake cylinder to make the locomotive brake.

5. The method according to any one of claims 2-4, characterized in that, The electromagnetic valve further comprises a bypass valve and a cut-off valve, one end of the bypass valve is connected to the second port, and the other end is connected to the feedback main air cut-off pipe, one end of the cut-off valve is connected to the first port, and the other end is connected to the feedback main air cut-off pipe; the method further comprises: When the main air cut-off electromagnetic valve fails, control the bypass valve to open the passage to the feedback main air cut-off pipe through the second port; Detecting the pressure of the feedback main air cut-off pipe between the relay valve and the main air cut-off solenoid as a third reference value; if the third reference value is less than a preset third threshold value, simultaneously controlling the bypass valve to open or close.

6. A brake apparatus for a locomotive, characterized by Comprise: The sensing data calling module is used for calling preset sensor sensing to collect sensing data related to braking when the internal combustion locomotive is running on the track; the locomotive is provided with a brake machine, and an electromagnetic valve is arranged in the brake machine; wherein a sensor for sensing feedback pipe pressure is installed on the electromagnetic valve installation pipe, and the sensor is used to monitor the normal value of the pipe pressure in real time when the locomotive is being air exhaust braked by the electromagnetic valve, and an instruction is sent to control the electromagnetic valve to stop air exhaust when it is detected that the value of the pipe pressure is not within the normal range; The data detection module is used to detect whether the locomotive meets the braking condition according to the sensing data; The locomotive braking module controls the electromagnetic valve to exhaust air to drive the brake machine to brake if the locomotive meets the braking condition; The preset sensor comprises at least one of a speed sensor, a distance sensor and a camera; The sensing data calling module comprises: The speed sensing module is used to call the speed sensor to collect the speed of the locomotive running on the track as sensing data related to braking; And / or The distance sensing module is used to call the distance sensor to collect the distance between the locomotive and the obstacle in the direction of the locomotive running as sensing data related to braking; And / or The video data sensing module is used to call the camera to collect video data in the direction of the locomotive running as sensing data related to braking; The locomotive braking module comprises: The first threshold value comparison module compares the speed with a preset first threshold value; The braking condition determination module is used to determine that the locomotive meets the braking condition if the speed is greater than or equal to the first threshold value; And / or The video data detection module is used to detect a signal lamp in the video data; The signal lamp color judgment module is used to determine that the locomotive meets the braking condition if the color of the signal lamp is red or blue; And / or The second threshold value comparison module compares the distance with a preset second threshold value; The distance determination braking condition module is used to determine that the locomotive meets the braking condition if the distance is less than or equal to the second threshold value; The obstacle information detection module is used to detect obstacle information in the video data; The crossing detection module is used to determine that the locomotive meets the braking condition if the obstacle information is that the track passes through a crossing with an obstacle.

7. An electronic device, comprising: The electronic device comprises: At least one processor; and The memory is in communication connection with the at least one processor; wherein The memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the locomotive braking method in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, and the computer program is used for enabling the processor to implement the brake method of the locomotive in any one of claims 1-5 when executed.

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