A braking system for driverless electric locomotives in tunnels

Abstract

This invention proposes a braking system for an unmanned tunnel locomotive, comprising an electric motor, an air compressor, and an air tank. The air outlet of the air tank is connected to the air inlet of a handbrake valve, and also to the air inlet of a master brake valve. The air outlet of the master brake valve is connected to the air inlet and outlet of the front brake chamber of the brake cylinder. The air outlet of the handbrake valve is connected to the second air inlet of an air relay valve, and the air outlet of the air relay valve is connected to the air inlet and outlet of the rear brake chamber of the brake cylinder. A ball valve and an air filter are connected in series between the air outlet of the air tank and the air inlet of the handbrake valve. Through the air compressor, air tank, and master brake valve, this invention provides a braking system for an unmanned tunnel locomotive that supports local manual control as well as multiple locomotive operating modes, including automatic driving and remote control driving, thereby improving the braking stability of the unmanned tunnel locomotive.

Description

Technical Field

[0001] This invention relates to the field of electric locomotive braking control technology, specifically a braking system for an unmanned electric locomotive in a tunnel. Background Technology

[0002] During shield tunnel construction, locomotives are needed to transport shield materials such as mortar and tunnel segments. In response to the national call for intelligent shield tunneling and to improve the safety and reliability of tunnel construction transportation, locomotives are required to haul large-tonnage mining car trains. To meet the needs of unmanned and intelligent shield transportation, both the tractor and the towed mining car trains must be equipped with local manual operation capabilities, as well as multiple operating modes such as automatic driving and remote control driving. This ensures the locomotives are suitable for different working environments and meet the intelligent transportation requirements of shield tunneling.

[0003] The existing traction locomotives used in tunnel engineering can only be manually operated locally and braked manually. They cannot be automatically or remotely controlled, which does not meet the intelligent requirements of subway shield tunneling. Summary of the Invention

[0004] The purpose of this invention is to provide a braking system for unmanned electric locomotives in tunnels, so as to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a braking system for an unmanned electric locomotive in a tunnel, comprising an electric motor, an air compressor, and an air tank, characterized in that the electric motor, the air compressor, and the air tank are connected in sequence, the air outlet of the air tank is connected to the air inlet of the handbrake valve, the air outlet of the air tank is also connected to the air inlet of the master brake valve, the air outlet of the master brake valve is connected to the air inlet and outlet of the front brake chamber of the first brake cylinder, the second brake cylinder, the third brake cylinder, and the fourth brake cylinder, the air outlet of the handbrake valve is connected to the second air inlet of the air relay valve, and the air outlet of the air relay valve is connected to the air inlet and outlet of the rear brake chamber of the first brake cylinder, the second brake cylinder, the third brake cylinder, and the fourth brake cylinder;

[0006] A ball valve and an air filter are connected in series between the air outlet of the air storage tank and the air inlet of the hand brake valve. The air storage tank is equipped with a high-pressure safety valve and a pressure controller. In addition, a drain valve is provided at the bottom of the air storage tank.

[0007] As a further description of the present invention: the master brake valve is used to control the entry of compressed gas into the front brake chambers of the first brake cylinder, the second brake cylinder, the third brake cylinder, and the fourth brake cylinder; the hand brake valve and the air relay valve are used to control the entry of compressed gas into the rear brake chambers of the first brake cylinder, the second brake cylinder, the third brake cylinder, and the fourth brake cylinder.

[0008] As a further description of the present invention: the master brake valve is a foot-operated two-position three-way foot valve, the hand brake valve is a two-position three-way manual valve, and the air relay valve is a differential relay valve.

[0009] As a further description of the present invention: the air outlet of the brake master valve is connected to the air inlet of the differential relay valve, the air outlet of the brake master valve is also connected to the first air inlet of the air relay valve, and the air inlet and outlet of the front brake chamber of the first brake cylinder, the second brake cylinder, the third brake cylinder and the fourth brake cylinder are connected to the air outlet of the differential relay valve.

[0010] As a further description of the present invention: the air inlet of the handbrake valve is also provided with a horn solenoid valve, the horn solenoid valve is connected to the air horn through a pipe, the air horn is set on the pipe branching from the air tank, and the air horn is controlled by the air horn control solenoid valve; the air inlet of the handbrake valve is also provided with a pressure reducing valve.

[0011] As a further description of the present invention: a one-way valve is provided between the air compressor and the air tank.

[0012] As a further description of the present invention: the horn solenoid valve and the shut-off valve are connected by a pipe, and the system is also provided with eight other shut-off valves, wherein the second shut-off valve is located between the air filter and the air tank, the third shut-off valve is located between the pressure gauge and the air tank, the fourth shut-off valve is connected to the air filter, the fifth shut-off valve is connected to the air tank, the sixth shut-off valve is located between the air tank and the pressure reducing valve, the seventh shut-off valve is located between the emergency brake valve and the second shuttle valve, and the eighth shut-off valve is located between the first shuttle valve and the parking brake control solenoid valve.

[0013] As a further description of the present invention: the air inlet and outlet of the front brake chamber of the first brake cylinder are interconnected with the air inlet and outlet of the front brake chamber of the second brake cylinder, and are connected to the outlet of the master brake valve through an air relay valve; the air inlet and outlet of the rear brake chamber of the first brake cylinder are interconnected with the air inlet and outlet of the rear brake chamber of the second brake cylinder, and are connected to the outlet of the air relay valve through a second relay valve; the air inlet and outlet of the front brake chamber of the third brake cylinder are interconnected with the air inlet and outlet of the front brake chamber of the fourth brake cylinder, and are connected to the outlet of the master brake valve through a differential relay valve; the air inlet and outlet of the rear brake chamber of the third brake cylinder are interconnected with the air inlet and outlet of the rear brake chamber of the fourth brake cylinder, and are connected to the outlet of the air relay valve through a relay valve.

[0014] As a further description of the present invention: a first shuttle valve is provided between the handbrake valve and the parking brake control solenoid valve, and a second shuttle valve is provided at the air outlet of the brake master valve.

[0015] As a further description of the present invention: a first pressure sensor is provided between the air inlet of the first shuttle valve and the differential relay valve, and the system is also provided with five other pressure sensors. The second pressure sensor is provided between the first air inlet of the second shuttle valve and the air relay valve, the third pressure sensor is provided between the pressure reducing valve and the quick-connect coupling, the fourth pressure sensor is connected to the pressure controller, and the fifth and sixth pressure sensors are provided between the cylinder and the anti-rollover control solenoid valve. All six pressure sensors are connected to pressure gauges that can be used to display and monitor the pressure values ​​in each system pipeline branch, thereby monitoring the status of the entire system.

[0016] As a further description of the present invention: Eight quick-connect couplings are provided between the air compressor and the first, second, third, and fourth brake cylinders, and one end of each of the eight quick-connect couplings is connected to a connecting hose. Specifically, the air inlets and outlets of the front brake chambers of the first and second brake cylinders are connected in parallel to the quick-connect couplings, and the other end of each quick-connect coupling is connected to a connecting hose. Similarly, the air inlets and outlets of the rear brake chambers of the first and second brake cylinders are connected in parallel to the quick-connect couplings, and the other end of each quick-connect coupling is connected to a connecting hose. The air inlets and outlets of the front brake chambers of the third and fourth brake cylinders are connected in parallel to the quick-connect couplings, and the other end of each quick-connect coupling is connected to a connecting hose. All quick-connect couplings are connected to an air tank and a pressure reducing valve, and the other end of each quick-connect coupling is connected to a connecting hose.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] By incorporating an air compressor, air tank, and master brake valve, a tunnel unmanned electric locomotive braking system is provided, which offers multiple locomotive operation modes, including local manual control, autonomous driving mode, and remote control driving mode. This system helps improve the reliability and safety of tunnel unmanned electric locomotive braking. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the electric locomotive braking system of the present invention;

[0020] Figure 2 This is an enlarged schematic diagram of part A of the present invention.

[0021] In the diagram: 1. Air horn; 2. Horn-controlled solenoid valve; 3. First shut-off valve; 4. Pipeline filter; 5. Air pipeline; 6. Pressure reducing valve; 7. Air filter; 7-1. Ball valve; 8. Pressure controller; 9. Pressure gauge; 10. High-pressure safety valve; 11. Air tank; 11-1. Drain valve; 12. Check valve; 13. Hand brake valve; 14. Air compressor; 14-1. Electric motor; 15. Emergency brake valve; 16. Analog proportional valve; 17. Quick-connect coupling; 18. Connecting hose; 19. Differential relay valve; 20. First relay valve. 20-1, Second relay valve; 21, First brake cylinder; 21-1, Second brake cylinder; 21-2, Third brake cylinder; 21-3, Fourth brake cylinder; 22, First pressure sensor; 22-1, Second pressure sensor; 22-2, Third pressure sensor; 22-3, Fourth pressure sensor; 23, Pressure measuring point; 24, First shuttle valve; 24-1, Second shuttle valve; 25, Air relay valve; 26, Parking brake control solenoid valve; 27, Master brake valve; 28, Anti-rollover control solenoid valve; 29, Cylinder. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Please see Figure 1 and Figure 2This invention provides a technical solution: a braking system for an unmanned electric locomotive in a tunnel, comprising an electric motor 14-1, an air compressor 14, and an air tank 11. The electric motor 14-1, air compressor 14, and air tank 11 are connected sequentially. The air outlet of the air tank 11 is connected to the air inlet 13-1 of the handbrake valve 13. The air outlet of the air tank 11 is also connected to the air inlet 27-1 of the master brake valve 27. The air outlet 27-2 of the master brake valve 27 is connected to the air inlets and outlets 21-4, 21-6, 21-8, and 21-10 of the front brake chambers of the first brake cylinder 21, the second brake cylinder 21-1, the third brake cylinder 21-2, and the fourth brake cylinder 21-3. The air outlet 13-2 of the handbrake valve 13 is connected to the fifth air inlet 19-5 of the differential relay valve 19. The air outlet 19-4 of the differential relay valve 19 is connected to the second relay valve, and then to the air inlet and outlet 21-5 and 21-7 of the rear brake chamber of the first brake cylinder 21 and the second brake cylinder 21-1. Similarly, the air outlet 19-2 of the differential relay valve 19 is connected to the first relay valve 20, and then to the air inlet and outlet 21-5 and 21-7 of the rear brake chamber of the first brake cylinder 21 and the second brake cylinder 21-1. The air inlet and outlet 21-9 and 21-11 of the rear brake chamber of the third brake cylinder 21-2 and the fourth brake cylinder 21-3 are connected.

[0024] A ball valve 7-1 and an air filter 7 are connected in series between the air outlet of the air tank 11 and the air inlet 13-1 of the handbrake valve 13. The air tank 11 is equipped with a high-pressure safety valve 10 and a pressure controller 8. In addition, a drain valve 11-1 is provided at the bottom of the air tank.

[0025] In this embodiment: the master brake valve 27 is used to control the entry of compressed gas into the front brake chambers of the first brake cylinder 21, the second brake cylinder 21-1, the third brake cylinder 21-2, and the fourth brake cylinder 21-3; the handbrake valve 13, the differential relay valve 19, the relay valve 20, and the relay valve 20-1 are used to control the entry of compressed gas into the rear brake chambers of the first brake cylinder 21, the second brake cylinder 21-1, the third brake cylinder 21-2, and the fourth brake cylinder 21-3; the master brake valve 27 is a foot-operated two-position three-way foot valve. Brake valve 13 is a two-position three-way manual valve, and differential relay valve 19 is a differential relay valve; the air outlet 27-2 of brake master valve 27 is connected to the air inlet 19-1 of differential relay valve 19, and the air outlet 27-2 of brake master valve 27 is also connected to the first air inlet 25-3 of air relay valve 25. The air inlet / outlet 21-4, inlet / outlet 21-6, and inlet / outlet 21-8 of the front brake chambers of the first brake cylinder 21, second brake cylinder 21-1, third brake cylinder 21-2, and fourth brake cylinder 21-3 are respectively connected to the air inlet / outlet 21-4, inlet / outlet 21-6, and inlet / outlet 21-8. 2. Inlet / outlet 1-10 is connected to the air inlet 25-3 of air relay valve 25; a horn control solenoid valve 2 is also provided at the air inlet 13-1 of handbrake valve 13, which is connected to air horn 1 via a pipeline. Air horn 1 is installed on the main pipeline of air outlet of air tank 11 and is controlled by air horn control solenoid valve 2; a pressure reducing valve 6 is also provided at the branch of the main pipeline at the air inlet 13-1 of handbrake valve 13; a directional valve 12 is provided between air compressor 14 and air tank 11; horn solenoid valve 2 is connected to shut-off valve 3 via... The system is connected by a pipeline and also includes eight additional shut-off valves. The second shut-off valve is located between the air filter 7 and the air tank 11. The third shut-off valve is located between the pressure gauge 9 and the air tank 11. The fourth shut-off valve is connected to the air filter 7. The fifth shut-off valve is connected to the air tank 11. The sixth shut-off valve is located between the air tank 11 and the pressure reducing valve 6. The seventh shut-off valve is located between the emergency brake valve 15 and the second shuttle valve 24-1. The eighth shut-off valve is located between the first shuttle valve 24 and the parking brake control solenoid valve 26. The air inlet / outlet 21-4 of the front brake chamber of the first brake cylinder 21, the air inlet / outlet 21-6 of the front brake chamber of the second brake cylinder 21-1, the air inlet / outlet 21-8 of the front brake chamber of the third brake cylinder 21-2, and the air inlet / outlet 21-10 of the front brake chamber of the fourth brake cylinder 21-3 are interconnected and connected to the air outlet 27-2 of the master brake valve 27 through the air relay valve 25; the air inlet / outlet 21-5 of the rear brake chamber of the first brake cylinder 21 and the air inlet / outlet 21-7 of the rear brake chamber of the second brake cylinder 21-1 are interconnected and connected to the air outlet 19-4 of the differential relay valve 19 through the second relay valve 20-1.After the air inlet / outlet 21-9 of the rear brake chamber of the third brake cylinder 21-2 is interconnected with the air inlet / outlet 21-11 of the rear brake chamber of the fourth brake cylinder 21-3, it is connected to the outlet 19-2 of the differential relay valve 19 via the relay valve 20. A first shuttle valve 24 is provided between the handbrake valve 13 and the parking brake control solenoid valve 26, and a second shuttle valve 24-1 is provided at the outlet 27-2 of the master brake valve 27. A first pressure sensor 22 is provided between the first shuttle valve 24 and the inlet 19-5 of the differential relay valve 19. The system also has five other pressure sensors. The second pressure sensor 22-1 is located between the second shuttle valve 24-1 and the air relay valve 25. Between the first air inlet 25-3, the third pressure sensor 22-2 is located between the pressure reducing valve 6 and the quick-connect coupling 17-6, the fourth pressure sensor 22-3 is connected to the pressure controller 8, and the fifth and sixth pressure sensors are located between the cylinder 29 and the anti-rollover control solenoid valve 28. All six pressure sensors are connected to pressure gauges that can display and monitor the pressure values ​​in each system pipeline branch, thus monitoring the overall system status. Eight quick-connect couplings are provided between the air compressor 14 and the first brake cylinder 21, the second brake cylinder 21-1, the third brake cylinder 21-2, and the fourth brake cylinder 21-3, with one end of each coupling connected to a connecting hose. The air inlets and outlets 21-4 and 21-6 of the front brake chambers of the first brake cylinder 21 and the second brake cylinder 21-1 are connected in parallel to quick-connect coupling 17-3. A connecting hose 18-3 is connected to the other end of quick-connect coupling 17-3. The air inlets and outlets 21-5 and 21-7 of the rear brake chambers of the first brake cylinder 21 and the second brake cylinder 21-1 are connected in parallel to quick-connect coupling 17-2. A connecting hose 18-2 is connected to the other end of quick-connect coupling 17-2. The air inlets and outlets 21-8 and 21-10 of the front brake chambers of the third brake cylinder 21-2 and the fourth brake cylinder 21-3 are connected in parallel to quick-connect coupling 17-4. A connecting hose 18-3 is connected to the other end of quick-connect coupling 17-4. Connecting hose 18-4, the air inlet and outlet 21-9 and 21-11 of the rear brake chambers of the third brake cylinder 21-2 and the fourth brake cylinder 21-3 are connected in parallel to quick-connect coupling 17-5. The other end of quick-connect coupling 17-5 is connected to connecting hose 18-5. Quick-connect couplings 17 and 17-7 are both connected to air tank 11. Quick-connect couplings 17-1 and 17-6 are both connected to pressure reducing valve 6. Quick-connect coupling 17 has a connecting hose 18 at one end, quick-connect coupling 17-7 has a connecting hose 18-7 at one end, quick-connect coupling 17-1 has a connecting hose 18-1 at one end, and quick-connect coupling 17-6 has a connecting hose 18-6 at one end.

[0026] Working principle: Compressed air can be input into the air relay valve 25 and the differential relay valve 19 through the outlet 27-2 of the master brake valve 27, and compressed air can be input into the air relay valve 25 through the outlet 13-2 of the hand brake valve 13, causing the first brake cylinder 21 to generate braking. As long as the master brake valve 27 and the hand brake valve 13 do not fail at the same time, it helps to ensure the safety and reliability of the braking of the locomotive and the towed mine car. At the same time, the high-pressure gas entering the inlet 27-1 of the master brake valve 27 can pass through the brake... The air discharged from the outlet 27-2 of valve 27 reaches the inlet 25-1 of air relay valve 25, controlling the air outlet 25-2 of air relay valve 25 to exhaust air, which finally reaches the air inlet / outlet 21-4 of the front brake chamber of the first brake cylinder 21, achieving the purpose of braking and decelerating the locomotive and the towed mine car during operation; operating the handbrake valve 13 can change the handbrake valve from the driving position to the parking position. The high-pressure air originally in the air tank 11, after being filtered by the air filter 7, enters the air inlet of the handbrake valve 13. At this time, the air outlet 13-2 of the handbrake valve 13 is connected to the exhaust port 13-3 of the handbrake valve 13, and the high-pressure air entering from the air inlet 13-1 of the handbrake valve 13 is directly discharged to the atmosphere; the handbrake valve 13 sends an exhaust (pressure relief) signal to the air inlet and outlet 21-5 of the rear brake chamber of the first brake cylinder 21 through the differential relay valve 19, the first relay valve 20, and the second relay valve 20-1, thereby forcing the air outlets 19-2 and 19-4 of the differential relay valve 19 to communicate with the differential relay valve 20-3. The atmospheric exhaust port 19-3 of the actuator valve 19 is connected to the air inlet and outlet 21-5 of the rear brake chamber of the first brake cylinder 21, which quickly vents the compressed air to achieve emergency braking or long-term parking of the locomotive and the towed mine car; the pressure controller 8 is used to control the start and stop of the motor 14-1, thereby controlling whether the air compressor 14 pumps air, so as to maintain the system pressure within a reasonable range; and the sounding of the air horn 1 can serve as a warning during the operation of the locomotive.

[0027] The analog proportional valve 16 can be activated by a control electrical signal, causing the compressed air from the analog proportional valve 16 to enter the outlet 15-2 through the inlet 15-3 of the emergency brake valve 15, reaching the control port 25-3 of the air relay valve 25, controlling the outlet 25-2 of the air relay valve 25 to exhaust air, which finally reaches the air inlet and outlet 21-4 of the front brake chamber of the first brake cylinder 21, achieving the purpose of braking and decelerating the locomotive and the towed mine car during operation. Using the same principle as controlling the analog proportional valve 16, in an emergency, the electrical signal of the emergency brake valve 15 can also be controlled to achieve the same purpose of braking and decelerating the locomotive and the towed mine car during operation.

[0028] The parking brake control solenoid valve 26, by receiving an electrical signal, causes the high-pressure air in the air tank 11 to be filtered by the air filter 7 and then sent to the air inlet / outlet 21-5 of the rear brake chamber of the first brake cylinder 21 through the differential relay valve 19, the first relay valve 20, and the second relay valve 20-1. This forces the air outlets 19-2 and 19-4 of the differential relay valve 19 to connect with the atmospheric exhaust port 19-3 of the differential relay valve 19, thereby rapidly venting the compressed air inlet / outlet 21-5 of the rear brake chamber of the first brake cylinder 21. This achieves the purpose of emergency braking or long-term parking for the locomotive and the towed mine car.

[0029] The anti-rollover control solenoid valve 28 can be controlled by an electrical signal, allowing compressed air from the main pipeline at the outlet of the air tank 11 to enter the outlet through the interface of the anti-rollover control solenoid valve 28, thereby reaching the rear end interface of the cylinder 29, allowing air to enter the rear end interface of the cylinder 29. Simultaneously, the front end interface of the cylinder 29 is connected to the exhaust port of the anti-rollover control solenoid valve 28, allowing the compressed air at the rear end interface of the cylinder 29 to escape into the atmosphere. At this time, the cylinder 29 is in a released state. Conversely, the anti-rollover control solenoid valve 28 can be controlled by the opposite electrical signal, allowing compressed air from the air tank 11 to enter the outlet port of the main pipeline at the outlet of the air tank 11. Compressed air from the main outlet pipe enters the outlet through the interface of the anti-runaway control solenoid valve 28, thereby reaching the front interface of cylinder 29, allowing air to enter the front interface of cylinder 29. At the same time, the rear interface of cylinder 29 is connected to the exhaust port of the anti-runaway control solenoid valve 28, allowing the compressed air at the rear interface of cylinder 29 to be released into the atmosphere. At this time, cylinder 29 is in a braking state. The anti-runaway control solenoid valve 28 serves as the last line of defense when the braking system fails. By operating the anti-runaway control solenoid valve 28, the locomotive and train can be decelerated and stopped.

[0030] The contents not described in detail in this description are existing technologies known to those skilled in the art. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A braking system for an unmanned tunnel locomotive, comprising an electric motor (14-1), an air compressor (14), and an air tank (11), characterized in that: The electric motor (14-1), air compressor (14), and air tank (11) are connected in sequence. The air outlet of the air tank (11) is connected to the air inlet (13-1) of the handbrake valve (13). The air outlet of the air tank (11) is also connected to the air inlet (27-1) of the master brake valve (27). The air outlet (27-2) of the master brake valve (27) is connected to the air inlet and outlet of the front brake chambers of the first brake cylinder (21), the second brake cylinder (21-1), the third brake cylinder (21-2), and the fourth brake cylinder (21-3). The ports (21-4), (21-6), (21-8), and (21-10) are connected. The air outlet (13-2) of the handbrake valve (13) is connected to the fifth air inlet (19-5) of the differential relay valve (19). The air outlet (19-4) of the differential relay valve (19) is connected to the relay valve (20-1) and then to the air inlet and outlet (21-5) and (21-7) of the rear brake chamber of the first brake cylinder (21) and the second brake cylinder (21-1). The air outlet (19-2) of the differential relay valve (19) is connected to the fifth air inlet (19-5) of the differential relay valve (19-10). After being connected via relay valve (20), it is then connected to the air inlet and outlet (21-9) and (21-11) of the rear brake chamber of the third brake cylinder (21-2) and the fourth brake cylinder (21-3). The main pipe at the outlet of the air tank (11) is connected to a simulated proportional valve (16). The simulated proportional valve (16) is connected to the second shuttle valve (24-1) and the air relay valve (25) via the air inlet and outlet (15-3) of the emergency brake valve (15), and then via the air inlet and outlet (15-2) of the emergency brake valve (15). A ball valve (7-1) and an air filter (7) are connected in series between the air outlet of the air tank (11) and the air inlet (13-1) of the handbrake valve (13). The air tank (11) is equipped with a high-pressure safety valve (10) and a pressure controller (8). In addition, a drain valve (11-1) is provided at the bottom of the air tank. The main pipe of the air outlet of the air tank (11) is connected to the air inlet of the anti-rollover control solenoid valve (28). The two air outlets of the anti-rollover control solenoid valve (28) are respectively connected to the two control ports of the cylinder (29).

2. The tunnel unmanned electric locomotive braking system according to claim 1, characterized in that: The master brake valve (27) is used to control the compressed gas entering the front brake chambers of the first brake cylinder (21), the second brake cylinder (21-1), the third brake cylinder (21-2), and the fourth brake cylinder (21-3). The hand brake valve (13), the differential relay valve (19), the relay valve (20), and the relay valve (20-1) are used to control the compressed gas entering the rear brake chambers of the first brake cylinder (21), the second brake cylinder (21-1), the third brake cylinder (21-2), and the fourth brake cylinder (21-3). The master brake valve (27) is a foot-operated two-position three-way foot pedal valve, the hand brake valve (13) is a two-position three-way manual valve, and the air relay valve (25) is a flow amplification relay valve.

3. The tunnel unmanned electric locomotive braking system according to claim 1, characterized in that: The air outlet (27-2) of the master brake valve (27) is connected to the air inlet (19-1) of the differential relay valve (19). The air outlet (27-2) of the master brake valve (27) is also connected to the first air inlet (25-3) of the air relay valve (25). The air inlet / outlet (21-4), inlet / outlet (21-6), inlet / outlet (21-8), and inlet / outlet (21-10) of the front brake chambers of the first brake cylinder (21), the second brake cylinder (21-1), the third brake cylinder (21-2), and the fourth brake cylinder (21-3) are connected to the air outlet (19-6) of the differential relay valve (19).

4. The tunnel unmanned electric locomotive braking system according to claim 2, characterized in that: The handbrake valve (13) is also provided with a horn solenoid valve (2) at the air inlet (13-1). The horn solenoid valve (2) is connected to the air horn (1) through an air pipe. The air horn (1) is located between the brake master valve (27) and the air tank (11). The air horn (1) is controlled by the horn solenoid valve (2). The handbrake valve (13) is also provided with a pressure reducing valve (6) at the air inlet (13-1).

5. A tunnel unmanned electric locomotive braking system according to claim 1, characterized in that: A one-way valve (12) is provided between the air compressor (14) and the air tank (11).

6. A tunnel unmanned electric locomotive braking system according to claim 4, characterized in that: The horn solenoid valve (2) is connected to the shut-off valve (3) through a pipe. The system is also equipped with eight other shut-off valves. The second shut-off valve is located between the air filter (7) and the air tank (11). The third shut-off valve is located between the pressure gauge (9) and the air tank (11). The fourth shut-off valve is connected to the air filter (7). The fifth shut-off valve is connected to the air tank (11). The sixth shut-off valve is located between the air tank (11) and the pressure reducing valve (6). The seventh shut-off valve is located between the emergency brake valve (15) and the second shuttle valve (24-1). The eighth shut-off valve is located between the first shuttle valve (24) and the parking brake control solenoid valve (26).

7. A tunnel unmanned electric locomotive braking system according to claim 1, characterized in that: The air inlet / outlet (21-4) of the front brake chamber of the first brake cylinder (21), the air inlet / outlet (21-6) of the front brake chamber of the second brake cylinder (21-1), the air inlet / outlet (21-8) of the front brake chamber of the third brake cylinder (21-2), and the air inlet / outlet (21-10) of the front brake chamber of the fourth brake cylinder (21-3) are interconnected and connected to the outlet (27-2) of the master brake valve (27) through the air relay valve (25); the air inlet / outlet of the rear brake chamber of the first brake cylinder (21) is connected to the air outlet (27-2) of the master brake valve (27). The outlet (21-5) is connected to the air inlet and outlet (21-7) of the rear brake chamber of the second brake cylinder (21-1), and is connected to the outlet (19-4) of the differential relay valve (19) through the second relay valve (20-1); the air inlet and outlet (21-9) of the rear brake chamber of the third brake cylinder (21-2) is connected to the air inlet and outlet (21-11) of the rear brake chamber of the fourth brake cylinder (21-3), and is connected to the outlet (19-2) of the differential relay valve (19) through the relay valve (20).

8. A tunnel unmanned electric locomotive braking system according to claim 2, characterized in that: A first shuttle valve (24) is provided between the handbrake valve (13) and the parking brake control solenoid valve (26), and a second shuttle valve (24-1) is provided at the air outlet (27-2) of the brake master valve (27).

9. A tunnel unmanned electric locomotive braking system according to claim 8, characterized in that: A first pressure sensor (22) is provided between the first shuttle valve (24) and the air inlet (19-5) of the differential relay valve (19). The system is also equipped with five other pressure sensors. The second pressure sensor (22-1) is provided between the second shuttle valve (24-1) and the first air inlet (25-3) of the air relay valve (25). The third pressure sensor (22-2) is provided between the pressure reducing valve (6) and the quick-connect fitting (17-6). The fourth pressure sensor (22-3) is connected to the pressure controller (8). The fifth and sixth pressure sensors are provided between the cylinder and the anti-rollover control solenoid valve (28). All six pressure sensors are connected to pressure gauges that can be used to display and monitor the pressure values ​​in each system pipeline branch, thereby monitoring the status of the entire system.

10. A tunnel unmanned electric locomotive braking system according to claim 1, characterized in that: The air compressor (14) is provided with eight quick-connect couplings between the first brake cylinder (21), the second brake cylinder (21-1), the third brake cylinder (21-2), and the fourth brake cylinder (21-3). One end of each of the eight quick-connect couplings is connected to a connecting hose. The air inlet and outlet (21-4) and (21-6) of the front brake chamber of the first brake cylinder (21) and the second brake cylinder (21-1) are interconnected and then connected to the quick-connect coupling (17-3). The other end of the quick-connect coupling (17-3) is connected to a connecting hose (18-3). The air inlets and outlets (21-5) and (21-7) of the rear brake chambers of the first brake cylinder (21) and the second brake cylinder (21-1) are interconnected and then connected to the quick-connect coupling (17-2). The other end of the quick-connect coupling (17-2) is connected to a connecting hose (18-2). The air inlets and outlets (21-5) and (21-7) of the front brake chambers of the third brake cylinder (21-2) and the fourth brake cylinder (21-3) are connected to the quick-connect coupling (17-2). -8) and (21-10) are connected together and then connected to quick-connect coupling (17-4). The other end of quick-connect coupling (17-4) is connected to a connecting hose (18-4). The air inlet and outlet (21-9) and (21-11) of the rear brake chamber of the third brake cylinder (21-2) and the fourth brake cylinder (21-3) are connected together and then connected to quick-connect coupling (17-5). The other end of quick-connect coupling (17-5) is connected to a connecting hose (18-5). (17) and quick-connect fitting (17-7) are both connected to the gas storage tank (11). Quick-connect fitting (17-1) and quick-connect fitting (17-6) are both connected to the pressure reducing valve (6). The other end of quick-connect fitting (17) is connected to a connecting hose (18). The other end of quick-connect fitting (17-7) is connected to a connecting hose (18-7). The other end of quick-connect fitting (17-1) is connected to a connecting hose (18-1). The other end of quick-connect fitting (17-6) is connected to a connecting hose (18-6).

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