Train rescue method, train rescue system and rescue locomotive

Abstract

The application provides a train rescue method, a train rescue system and a rescue locomotive. When the rescue locomotive applies normal braking, a pressure sensor collects a locomotive train pipe pressure value and sends the pressure value to an instruction conversion unit of the locomotive; the instruction conversion unit sends a normal braking instruction and a braking level electrical signal to a rescued train braking control system according to a braking level corresponding to the pressure value; the braking control system controls the braking of the rescued train; when the rescue locomotive applies emergency braking, a pressure switch of the locomotive sends an emergency braking electrical signal to an emergency braking electromagnetic valve and an emergency braking train line; the emergency braking electromagnetic valve discharges the locomotive train pipe through a pneumatic piston valve; the emergency braking train line sends the emergency braking electrical signal to the braking control system of the rescued train; and the braking control system controls the train to apply emergency braking. The above method reduces the economic cost and maintenance cost of the rescued train, and improves the rescue efficiency and safety during rescue.

Description

Technical Field

[0001] This invention relates to the field of traffic rescue technology, and more specifically, to a train rescue method, a train rescue system, and a rescue locomotive. Background Technology

[0002] Currently, when a suburban train malfunctions and cannot operate, it is generally rescued and returned to the depot by coupling it with another suburban train or a self-contained engineering locomotive. Regarding the rescue method using engineering locomotives, the current suburban train braking systems all use a direct-drive electro-pneumatic braking system, while the rescue locomotive uses an automatic air braking system. These two braking systems cannot be directly matched. Therefore, two situations arise during rescue: one is that the locomotive and the malfunctioning suburban train's braking systems are not connected, and the malfunctioning train loses its braking function. In this case, due to the low braking force of the entire train, it can only be rescued and returned to the depot slowly at a very low speed; the other is to install a braking command conversion device on all suburban trains to convert the locomotive's air braking commands into the suburban train's electrical braking commands, allowing the locomotive and the suburban train to apply brakes synchronously.

[0003] The study found that in the first scenario, a slow, low-speed return to the depot reduces the efficiency of the rescue operation. Furthermore, since the braking systems of the locomotive and the faulty substation car are not connected, an emergency on either the faulty train or the faulty substation car could affect the other, thus reducing the safety of the rescue operation. In the second approach, all substation trains need two additional brake command conversion devices, along with additional train pipes and valves connecting the locomotive. Moreover, these additional devices are only usable when a train needs rescue, resulting in extremely low utilization and significantly increasing the procurement and maintenance costs of the substation trains. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a train rescue method, a train rescue system and a rescue locomotive, so as to reduce the procurement and maintenance costs of urban trains, while improving the rescue efficiency and safety when rescuing the train being rescued.

[0005] In a first aspect, embodiments of this application provide a train rescue method applied to a train rescue system. The system includes a rescue locomotive and a train to be rescued. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit. The train to be rescued includes a train rescue mode switch, a train control system, and a braking control system. The method includes:

[0006] When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the braking control system to activate the braking control system to enter the rescued mode.

[0007] When the rescue locomotive applies service braking, the pressure sensor collects the pressure value of the locomotive train pipe and sends the pressure value to the command conversion unit; the command conversion unit sends a braking command to the braking control system and sends a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system responds to the braking command and the braking level electrical signal and controls the rescued train to brake at the target braking level.

[0008] When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe drops to a set value, the pressure switch sends an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve responds to the emergency braking electrical signal and discharges the locomotive train pipe through the pneumatic piston valve; the emergency braking train line sends the emergency braking electrical signal to the braking control system; the braking control system controls the emergency braking of the rescued train.

[0009] Optionally, the method further includes:

[0010] When the rescued train suddenly triggers emergency braking, the train control system sends an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve;

[0011] The braking control system responds to the emergency braking electrical signal and controls the rescued train to apply emergency braking;

[0012] The emergency braking solenoid valve responds to the emergency braking electrical signal and controls the exhaust air of the locomotive train pipe so that the rescue locomotive applies emergency braking synchronously.

[0013] Optionally, the rescue locomotive also includes a locomotive relay, a locomotive main air pipe, a main air pipe cut-off valve, and a train pipe cut-off valve, and the rescued train also includes a train main air pipe;

[0014] The relay is located between the pressure switch and the emergency braking train line; the emergency braking train line is connected to the emergency braking solenoid valve, the command conversion unit, the braking control system, and the train control system respectively, and is used to transmit the emergency braking electrical signal; the rescue locomotive and the rescued train are coupled together by a coupler, and the electrical train lines of the rescue locomotive and the rescued train are connected by the coupler, and the locomotive's main air duct and the train's main air duct are connected by the coupler.

[0015] Optionally, when the pressure switch sends an emergency braking electrical signal to the emergency braking train line, the method further includes:

[0016] The relay starts timing when the pressure switch sends an emergency braking electrical signal. After a set delay, it bypasses the emergency braking electrical signal sent by the pressure switch to stop the transmission of the emergency braking electrical signal. This prevents the pressure switch and the emergency braking solenoid valve from forming an unrelief closed loop by continuously ventilating, so that the rescue locomotive can be ventilated to relieve the pressure after it stops.

[0017] Optionally, the method includes:

[0018] The command conversion unit continuously detects the pressure value of the locomotive train pipe through the pressure sensor and determines whether the pressure value has decreased to a set value.

[0019] If the pressure value drops to the set value, the command conversion unit determines that the rescue vehicle has applied emergency braking and sends a braking command and the maximum service braking level signal to the braking control system to achieve redundant backup of the emergency braking command.

[0020] Optionally, the method further includes:

[0021] The command conversion unit performs fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the pressure sensor detection value.

[0022] Secondly, embodiments of this application provide a train rescue system, the system comprising a rescue locomotive and a train to be rescued, the rescue locomotive comprising a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit, the train to be rescued comprising a train rescue mode switch, a train control system, and a braking control system.

[0023] When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the braking control system to activate the braking control system to enter the rescued mode.

[0024] When the rescue locomotive applies service braking, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the command conversion unit; the command conversion unit is used to send a braking command to the braking control system and send a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system is used to respond to the braking command and the braking level electrical signal and control the rescued train to brake at the target braking level.

[0025] When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe decreases to a set value, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve; the emergency braking train line is used to send the emergency braking electrical signal to the braking control system; the braking control system is used to control the rescued train to apply emergency braking.

[0026] Optionally, the train control system is configured to send an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve when the rescued train suddenly triggers emergency braking.

[0027] The braking control system is used to respond to the emergency braking electrical signal and control the rescued train to apply emergency braking.

[0028] The emergency braking solenoid valve is used to respond to the emergency braking electrical signal and control the exhaust air of the locomotive train pipe so that the rescue locomotive can apply emergency braking synchronously.

[0029] Optionally, the rescue locomotive also includes a locomotive relay, a locomotive main air pipe, a main air pipe cut-off valve, and a train pipe cut-off valve, and the rescued train also includes a train main air pipe;

[0030] The relay is located between the pressure switch and the emergency braking train line; the emergency braking train line is connected to the emergency braking solenoid valve, the command conversion unit, the braking control system, and the train control system respectively, and is used to transmit the emergency braking electrical signal; the rescue locomotive and the rescued train are coupled together by a coupler, and the electrical train lines of the rescue locomotive and the rescued train are connected by the coupler, and the locomotive's main air duct and the train's main air duct are connected by the coupler.

[0031] Optionally, the relay is configured to start timing when the pressure switch sends an emergency braking electrical signal to the emergency braking train line, and after a set delay, bypass the emergency braking electrical signal sent by the pressure switch to stop the transmission of the emergency braking electrical signal. This prevents the pressure switch and the emergency braking solenoid valve from forming an unrelief closed loop by continuously ventilating, so that the rescue locomotive can be ventilated to the locomotive train pipe to relieve the pressure after it stops.

[0032] Optionally, the instruction conversion unit is used to continuously detect the pressure value of the locomotive train pipe through the pressure sensor and determine whether the pressure value has decreased to a set value;

[0033] The command conversion unit is used to determine that the rescue vehicle has applied emergency braking if the pressure value drops to the set value, and to send a braking command and the maximum service braking level signal to the braking control system to achieve redundant backup of the emergency braking command issuance.

[0034] Optionally, the command conversion unit is used to perform fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the pressure sensor detection value.

[0035] Thirdly, this application provides a rescue locomotive, which includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit.

[0036] When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit.

[0037] When the rescue locomotive applies the service brake, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the command conversion unit;

[0038] When the rescue locomotive applies emergency braking, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve.

[0039] The technical solution provided in this application includes, but is not limited to, the following beneficial effects:

[0040] The train rescue method provided in this application involves installing a pressure switch, pressure sensor, pneumatic piston valve, emergency braking train line, emergency braking solenoid valve, locomotive train pipe, locomotive rescue mode switch, locomotive control system, and command conversion unit in the rescue locomotive, and installing a train rescue mode switch, train control system, and braking control system in the train being rescued. This allows each device to work together to generate an electrical signal containing braking command information based on the locomotive train pipe pressure signal. The command conversion unit or pressure switch then transmits the electrical signal from the rescue locomotive to the train being rescued to control it to perform service or emergency braking. Alternatively, the emergency braking electrical signal from the train being rescued can be transmitted to the rescue locomotive, controlling the rescue locomotive to perform emergency braking via the emergency braking solenoid valve and pneumatic piston valve. This allows the rescue operation to be completed with only one set of braking command conversion devices. Furthermore, this train rescue system enables signal transmission between the rescue locomotive and the train being rescued, as well as between the train being rescued and the rescue locomotive. This allows the rescue locomotive and the train being rescued to maintain braking based on the braking state of one, ensuring that their braking states remain synchronized.

[0041] Compared to the existing technology that requires all rescued trains to be equipped with two additional braking command conversion devices to complete the rescue work, this application only requires one braking command conversion device to complete the rescue work, thereby reducing the procurement and maintenance costs of the rescued trains. In addition, the rescue locomotive and the rescued train can control the other to maintain its braking state based on the braking state of one of them, thereby ensuring that the braking states of the rescue locomotive and the rescued train can be kept synchronized, thus improving the efficiency and safety of the rescue when rescuing the rescued train.

[0042] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 A flowchart of a train rescue method provided in Embodiment 1 of the present invention is shown;

[0045] Figure 2 A flowchart of the rescue locomotive braking method provided in Embodiment 1 of the present invention is shown;

[0046] Figure 3 A flowchart of an emergency braking command backup method provided in Embodiment 1 of the present invention is shown;

[0047] Figure 4 A schematic diagram of a train rescue system provided in Embodiment 2 of the present invention is shown. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0049] Example 1

[0050] To facilitate understanding of this application, the following is combined with... Figure 1 The flowchart of the train rescue method provided in Embodiment 1 of the present invention illustrates the content of Embodiment 1 in detail.

[0051] See Figure 1 As shown, Figure 1A flowchart of a train rescue method according to Embodiment 1 of the present invention is shown. The method is applied to a train rescue system, which includes a rescue locomotive and a train to be rescued. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit. The train to be rescued includes a train rescue mode switch, a train control system, and a braking control system. Specifically, a pressure switch and a pressure sensor are installed on the rescue locomotive and connected to the locomotive's train pipe to detect the pressure in the train pipe. The pneumatic piston valve is also connected to the locomotive's train pipe and is controlled by the emergency braking solenoid valve. When the emergency braking solenoid valve is de-energized, the pressure in the main duct it connects to connect to the pneumatic piston valve and pushes it to the exhaust position, allowing the locomotive's train pipe to exhaust to the atmosphere. The command conversion unit installed on the rescue locomotive reads the electrical signals from the pressure switch, the pressure sensor, and the emergency braking electrical line. The braking command unit outputs braking command electrical lines and braking level electrical lines to the braking control system of the train to be rescued. The rescue locomotive and the rescued urban railcar are connected to the main ventilation duct and the electric rail line via a coupler. The train rescue method includes steps S101 to S103:

[0052] S101: When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the braking control system to activate the braking control system to enter the rescued mode.

[0053] Specifically, a locomotive rescue mode switch is installed in the rescue locomotive, and a train rescue mode switch is installed in the train being rescued. When it is necessary to rescue the train being rescued by the rescue locomotive, the locomotive rescue mode switch and the train rescue mode switch are manually operated to open. The control systems of the rescue locomotive and the faulty urban rail train (the train being rescued) (corresponding to the locomotive control system and the train control system) both output rescue mode activation electrical signals (corresponding to the locomotive rescue mode activation electrical signal and the train rescue mode activation electrical signal) to the command conversion unit in the rescue locomotive and the braking control system in the train being rescued, respectively.

[0054] When a rescue locomotive is used to rescue a faulty urban railcar, the rescue locomotive is coupled to the faulty urban railcar. The rescue locomotive and the faulty urban railcar use the same coupler, and the main ventilation duct and electrical lines can be directly connected through the coupler. The main ventilation of the faulty urban railcar is provided by the rescue locomotive.

[0055] S102: When the rescue locomotive applies service braking, the pressure sensor collects the pressure value of the locomotive train pipe and sends the pressure value to the command conversion unit; the command conversion unit sends a braking command to the braking control system and sends a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system responds to the braking command and the braking level electrical signal and controls the rescued train to brake at the target braking level.

[0056] Specifically, since the rescue locomotive uses an automatic air braking system, its braking command is transmitted through the train pipe pressure signal. When braking is applied, the train pipe pressure decreases, and when braking is released, the train pipe pressure increases.

[0057] When the rescue locomotive applies service braking (under service braking conditions), the train pipe pressure drops. Taking a train pipe pressure of 600 kPa as an example, the service braking zone is from 600 kPa to 430 kPa, corresponding to 0-100% service braking levels (the correspondence is preset and stored in the database. After the command conversion unit receives the pressure value sent by the pressure sensor, it determines the target braking level corresponding to the pressure value from the database). The command conversion unit outputs a braking command and a braking level electrical signal carrying the target braking level information to the braking control system of the faulty urban area train.

[0058] S103: When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe drops to a set value, the pressure switch sends an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve responds to the emergency braking electrical signal and discharges the locomotive train pipe through the pneumatic piston valve; the emergency braking train line sends the emergency braking electrical signal to the braking control system; the braking control system controls the emergency braking of the rescued train.

[0059] Specifically, when the rescue locomotive applies emergency braking (under emergency braking conditions), taking a train pipe pressure of 600 kPa as an example, the locomotive train pipe pressure drops below 380 kPa until it reaches 0. At this time, it exceeds the set value of the pressure switch. The pressure switch sends an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line. The emergency braking solenoid valve responds to the emergency braking electrical signal and discharges the locomotive train pipe through the pneumatic piston valve. At the same time, the emergency braking electrical signal is transmitted to the braking control system and train control system of the urban rail transit system through the coupler and the emergency braking train line. The rescued train will apply emergency braking synchronously.

[0060] In one feasible implementation plan, see Figure 2 As shown, Figure 2A flowchart of the rescue locomotive braking method provided in Embodiment 1 of the present invention is shown, wherein the method further includes steps S201 to S203:

[0061] S201: When the rescued train suddenly triggers emergency braking, the train control system sends an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve.

[0062] S202: The braking control system responds to the emergency braking electrical signal and controls the rescued train to apply emergency braking.

[0063] S203: The emergency braking solenoid valve responds to the emergency braking electrical signal and controls the exhaust air of the locomotive train pipe so that the rescue locomotive applies emergency braking synchronously.

[0064] Specifically, during rescue operations, if the emergency braking of the train being rescued suddenly fails, the train control system of the train being rescued will send an emergency braking electrical signal to the braking control system of the train being rescued. This signal will then be transmitted via the coupler and the emergency braking train line to the emergency braking solenoid valve on the rescue locomotive to control the exhaust of the train pipe on the rescue locomotive. This will allow the rescue locomotive to apply emergency braking simultaneously, preventing the risk of coupler breakage due to the locomotive still being in traction, thereby improving the safety of the rescue operation.

[0065] In one feasible implementation, the rescue locomotive further includes a locomotive relay, a locomotive main air duct, a main air duct cut-off valve, and a train pipe cut-off valve; the train to be rescued also includes a train main air duct; the relay is disposed between the pressure switch and the emergency braking train line; the emergency braking train line is connected to the emergency braking solenoid valve, the command conversion unit, the braking control system, and the train control system respectively, and is used to transmit the emergency braking electrical signal; the rescue locomotive and the train to be rescued are coupled together by a coupler, and the electrical train lines of the rescue locomotive and the train to be rescued are connected by the coupler; the locomotive main air duct and the train main air duct are connected by the coupler.

[0066] Specifically, a relay is installed between the pressure switch and the emergency braking train line, and the main air duct cut-off valve and the train pipe cut-off valve are in the closed state when not in rescue operation.

[0067] In one feasible implementation, when the pressure switch sends an emergency braking electrical signal to the emergency braking train line, the method further includes:

[0068] The relay starts timing when the pressure switch sends an emergency braking electrical signal. After a set delay (which should ensure that the train applies emergency braking at its maximum operating speed until it stops), the relay bypasses the emergency braking electrical signal sent by the pressure switch to stop the transmission of the emergency braking electrical signal. This prevents the pressure switch and the emergency braking solenoid valve from forming an unrelief loop due to continuous air exhaust, so that the rescue locomotive can be ventilated to the locomotive train pipe after it stops to alleviate the problem.

[0069] Specifically, the relay's function is to bypass the emergency braking electrical signal after a set delay, ensuring that the train stops sending emergency braking signals to the emergency braking train line after it has come to a complete stop, so that the connected emergency braking solenoid valve no longer controls the train discharge pipe.

[0070] In one feasible implementation plan, see Figure 3 As shown, Figure 3 A flowchart of an emergency braking command backup method provided in Embodiment 1 of the present invention is shown, wherein the method includes steps S301 to S302:

[0071] S301: The instruction conversion unit continuously detects the pressure value of the locomotive train pipe through the pressure sensor and determines whether the pressure value has decreased to the set value.

[0072] S302: If the pressure value drops to the set value, the command conversion unit determines that the rescue locomotive has applied emergency braking and sends a braking command and the maximum service braking level signal to the braking control system to achieve redundant backup of the emergency braking command.

[0073] Specifically, the command conversion unit continuously detects the decrease in train pipe pressure through pressure sensors, and issues braking commands and maximum service braking level signals to the rescue vehicle's braking control system as a redundant backup for emergency braking to ensure safety.

[0074] In one feasible implementation, the method further includes:

[0075] The command conversion unit performs fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the pressure sensor detection value.

[0076] Specifically, the command conversion unit detects emergency braking electrical signals, pressure switch status signals, and pressure signals from pressure sensors for fault diagnosis.

[0077] Example 2

[0078] Embodiment 2 of the present invention provides a train rescue system, wherein the system includes a rescue locomotive and a train to be rescued. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit. The train to be rescued includes a train rescue mode switch, a train control system, and a braking control system.

[0079] When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the braking control system to activate the braking control system to enter the rescued mode.

[0080] When the rescue locomotive applies service braking, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the command conversion unit; the command conversion unit is used to send a braking command to the braking control system and send a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system is used to respond to the braking command and the braking level electrical signal and control the rescued train to brake at the target braking level.

[0081] When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe decreases to a set value, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve; the emergency braking train line is used to send the emergency braking electrical signal to the braking control system; the braking control system is used to control the emergency braking of the rescued train.

[0082] In one feasible implementation, the train control system is configured to send an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve when the rescued train suddenly triggers emergency braking.

[0083] The braking control system is used to respond to the emergency braking electrical signal and control the rescued train to apply emergency braking.

[0084] The emergency braking solenoid valve is used to respond to the emergency braking electrical signal and control the exhaust air of the locomotive train pipe so that the rescue locomotive can apply emergency braking synchronously.

[0085] In one feasible implementation, the rescue locomotive further includes a locomotive relay, a locomotive main air pipe, a main air pipe cut-off valve, and a train pipe cut-off valve, and the rescued train further includes a train main air pipe;

[0086] The relay is located between the pressure switch and the emergency braking train line; the emergency braking train line is connected to the emergency braking solenoid valve, the command conversion unit, the braking control system, and the train control system respectively, and is used to transmit the emergency braking electrical signal; the rescue locomotive and the rescued train are coupled together by a coupler, and the electrical train lines of the rescue locomotive and the rescued train are connected by the coupler, and the locomotive's main air duct and the train's main air duct are connected by the coupler.

[0087] In one feasible implementation, the relay is configured to close after a set delay when the pressure switch sends an emergency braking electrical signal to the emergency braking train line, thereby stopping the transmission of the emergency braking electrical signal and preventing the pressure switch and the emergency braking solenoid valve from forming an unrelief closed loop through continuous air exhaust, so that the rescue locomotive can be ventilated to the locomotive train pipe for relief after it stops.

[0088] In one feasible implementation, the instruction conversion unit is used to continuously detect the pressure value of the locomotive train pipe through the pressure sensor and determine whether the pressure value has decreased to a set value.

[0089] The command conversion unit is used to determine that the rescue vehicle has applied emergency braking if the pressure value drops to the set value, and to send a braking command and the maximum service braking level signal to the braking control system to achieve redundant backup of the emergency braking command issuance.

[0090] In one feasible implementation, the instruction conversion unit is used to perform fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the pressure value detected by the pressure sensor.

[0091] For details, see Figure 4 As shown, Figure 4This diagram illustrates a specific train rescue system according to Embodiment 2 of the present invention. The system includes a rescue locomotive and a local train, connected by a coupler. The rescue locomotive includes a pressure switch 01, a pressure sensor 02, a relay 03, a pneumatic piston valve 04, an emergency brake solenoid valve 05, a main air duct cut-off valve 06, a train pipe cut-off valve 07, a locomotive main air duct, a train pipe, and a command conversion unit. The local train includes a brake control system, a train control system, and a train main air duct. When the rescue locomotive in this system is needed to rescue a local train, the command conversion unit, brake control system, and train control system are activated into a rescue state via a rescue mode electrical signal, thus activating the rescue mode. The command conversion unit and the pressure switch send braking commands to the brake control system. The brake control system controls the train to apply brakes based on the received braking electrical signals from the rescue locomotive, including emergency braking and regular braking at braking levels.

[0092] Example 3

[0093] Embodiment 3 of this application provides a rescue locomotive, which includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit;

[0094] When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit.

[0095] When the rescue locomotive applies the service brake, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the command conversion unit;

[0096] When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe drops to a set value, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve.

[0097] The train rescue system provided in this embodiment of the invention can be specific hardware on the device or software or firmware installed on the device. The system provided in this embodiment of the invention has the same implementation principle and technical effects as the aforementioned method embodiments. For the sake of brevity, any parts not mentioned in the system embodiments can be referred to the corresponding content in the aforementioned method embodiments. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, units, and processes described above can all be referred to the corresponding processes in the above method embodiments, and will not be repeated here.

[0098] In the embodiments provided by this invention, it should be understood that the disclosed systems and methods can be implemented in other ways. The system embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some communication interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0099] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0100] In addition, the functional units in the embodiments provided by the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0101] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0102] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0103] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention. All should be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A train rescue method, characterized in that, An application is made in a train rescue system, the system comprising a rescue locomotive and a train to be rescued. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit. The train to be rescued includes a train rescue mode switch, a train control system, and a braking control system. The method includes: When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the braking control system to activate the braking control system to enter the rescued mode. When the rescue locomotive applies service braking, the pressure sensor collects the pressure value of the locomotive train pipe and sends the pressure value to the command conversion unit; the command conversion unit sends a braking command to the braking control system and sends a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system responds to the braking command and the braking level electrical signal and controls the rescued train to brake at the target braking level. When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe drops to a set value, the pressure switch sends an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve responds to the emergency braking electrical signal and discharges the locomotive train pipe through the pneumatic piston valve; the emergency braking train line sends the emergency braking electrical signal to the braking control system; the braking control system controls the rescued train to apply emergency braking. When the rescued train suddenly triggers emergency braking, the train control system sends an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve; The braking control system responds to the emergency braking electrical signal and controls the rescued train to apply emergency braking; The emergency braking solenoid valve responds to the emergency braking electrical signal and controls the locomotive train pipe exhaust to enable the rescue locomotive to apply emergency braking synchronously. The rescue locomotive also includes a locomotive relay, a locomotive main air pipe, a main air pipe cut-off valve, and a train pipe cut-off valve; the rescued train also includes a train main air pipe. The locomotive relay is located between the pressure switch and the emergency braking train line; the emergency braking train line is connected to the emergency braking solenoid valve, the command conversion unit, the braking control system, and the train control system respectively, and is used to transmit the emergency braking electrical signal; the rescue locomotive and the rescued train are coupled together by a coupler, and the electrical train lines of the rescue locomotive and the rescued train are connected by the coupler, and the locomotive main air duct and the train main air duct are connected by the coupler.

2. The method according to claim 1, characterized in that, When the pressure switch sends an emergency braking electrical signal to the emergency braking train line, the method further includes: The locomotive relay starts timing when the pressure switch sends an emergency braking electrical signal. After a set delay, it bypasses the emergency braking electrical signal sent by the pressure switch to stop the transmission of the emergency braking electrical signal. This prevents the pressure switch and the emergency braking solenoid valve from forming an unrelief closed loop by continuously ventilating, so that the rescue locomotive can be ventilated to the locomotive train pipe to relieve the pressure after it stops.

3. The method according to claim 1, characterized in that, The method includes: The command conversion unit continuously detects the pressure value of the locomotive train pipe through the pressure sensor and determines whether the pressure value has decreased to a set value. If the pressure value drops to the set value, the command conversion unit determines that the rescue vehicle has applied emergency braking and sends a braking command and the maximum service braking level signal to the braking control system to achieve redundant backup of the emergency braking command.

4. The method according to claim 3, characterized in that, The method further includes: The command conversion unit performs fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the pressure sensor detection value.

5. A train rescue system, characterized in that, For performing the train rescue method as described in claim 1; the system includes a rescue locomotive and a train to be rescued, the rescue locomotive including a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit, the train to be rescued including a train rescue mode switch, a train control system, and a braking control system: When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the braking control system to activate the braking control system to enter the rescued mode. When the rescue locomotive applies service braking, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the command conversion unit; the command conversion unit is used to send a braking command to the braking control system and send a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system is used to respond to the braking command and the braking level electrical signal and control the rescued train to brake at the target braking level. When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe decreases to a set value, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve; the emergency braking train line is used to send the emergency braking electrical signal to the braking control system; the braking control system is used to control the rescued train to apply emergency braking.

6. The system according to claim 5, characterized in that, The train control system is used to send an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve when the rescued train suddenly triggers emergency braking. The braking control system is used to respond to the emergency braking electrical signal and control the rescued train to apply emergency braking. The emergency braking solenoid valve is used to respond to the emergency braking electrical signal and control the exhaust air of the locomotive train pipe so that the rescue locomotive can apply emergency braking synchronously.

7. The system according to claim 5, characterized in that, The rescue locomotive also includes a locomotive relay, a locomotive main air pipe, a main air pipe cut-off valve, and a train pipe cut-off valve; the rescued train also includes a train main air pipe. The locomotive relay is located between the pressure switch and the emergency braking train line; the emergency braking train line is connected to the emergency braking solenoid valve, the command conversion unit, the braking control system, and the train control system respectively, and is used to transmit the emergency braking electrical signal; the rescue locomotive and the rescued train are coupled together by a coupler, and the electrical train lines of the rescue locomotive and the rescued train are connected by the coupler, and the locomotive main air duct and the train main air duct are connected by the coupler.

8. A rescue locomotive, characterized in that, Includes the train rescue system as described in claim 5; the rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit; When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit. When the rescue locomotive applies the service brake, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the command conversion unit; When the rescue locomotive applies emergency braking, and the pressure value of the locomotive train pipe drops to a set value, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve.

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