Reconnecting locomotive brake system, method, device and locomotive system

Abstract

This disclosure provides a braking system, method, apparatus, and locomotive system for multiple-unit locomotives. The system includes: a first brake with a first signal receiving point and a second signal receiving point for receiving driver's cab activation signals; the first signal receiving point is directly connected to the driver's cab activation signal terminal of the first locomotive and is connected to the multiple-unit port via a first diode; the second signal receiving point is directly connected to the multiple-unit port. A second brake with a third and a fourth signal receiving point for receiving driver's cab activation signals is also provided. The third signal receiving point is directly connected to the driver's cab activation signal terminal of the second locomotive and is connected to the multiple-unit port via a second diode; the fourth signal receiving point is directly connected to the multiple-unit port. This disclosure ensures that even in the event of abnormal signal transmission and reception in the brake network, the multiple-unit locomotive still has the ability to switch operating modes normally.

Description

Technical Field

[0001] This disclosure relates to the field of railway locomotive braking technology, and in particular to a braking system, method, device, and locomotive system for multiple-unit locomotives. Background Technology

[0002] In multiple-unit operation mode, locomotives using domestically produced brakes in the current railway industry transmit and receive data via the locomotive bus and control system. At this time, there is no network connection or hardwired connection between the brakes, making direct communication impossible. Therefore, the brakes must rely on the forwarding function of the locomotive control system to send or receive relevant commands.

[0003] In related technologies, once the communication between the brake and the control system fails, it often leads to abnormal switching between the primary mode and the auxiliary mode when the brake is working. Usually, among multiple brakes that are in operation, more than one brake may be in the primary mode, that is, the non-operational brake is engaged. This phenomenon will bring huge hidden dangers to driving safety.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] This disclosure provides a braking system, method, device, and locomotive system for multiple-unit locomotives, which at least to some extent overcomes the problem in related technologies that cannot switch the operating mode of the brake normally under abnormal network signal conditions.

[0006] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0007] According to one aspect of this disclosure, a braking system for multiple-unit locomotives is provided, comprising: a first diode, a second diode, a first brake mounted on a first locomotive, and a second brake mounted on a second locomotive, wherein the first locomotive and the second locomotive have a multiple-unit port; wherein the first brake is provided with a first signal receiving point and a second signal receiving point for receiving a driver's cab activation signal, the first signal receiving point being directly connected to the driver's cab activation signal terminal of the first locomotive, and the first signal receiving point being connected to the multiple-unit port via the first diode, and the second signal receiving point being directly connected to the multiple-unit port; the second brake is provided with a third signal receiving point and a fourth signal receiving point for receiving a driver's cab activation signal, the third signal receiving point being directly connected to the driver's cab activation signal terminal of the second locomotive, and the third signal receiving point being connected to the multiple-unit port via the second diode, and the fourth signal receiving point being directly connected to the multiple-unit port.

[0008] In some embodiments, the first locomotive is provided with a first signal start switch for generating a driver's cab activation signal of the first locomotive, so that the level value of the first signal receiving point is high and the level value of the third signal receiving point is low.

[0009] In some embodiments, the second locomotive is provided with a second signal start switch for generating a driver's cab activation signal for the second locomotive, so that the level value of the first signal receiving point is low and the level value of the third signal receiving point is high.

[0010] According to another aspect of this disclosure, a locomotive system is also provided, including: the multiple-unit locomotive braking system described in any of the preceding claims.

[0011] According to another aspect of this disclosure, a braking method for coupled locomotives is also provided, comprising: detecting whether a driver's cab activation signal is received; if the received driver's cab activation signal is a driver's cab activation signal of a first locomotive, then determining that the first brake on the first locomotive is in primary mode and the second brake on the second locomotive is in auxiliary mode; if the received driver's cab activation signal is a driver's cab activation signal of a second locomotive, then determining that the second brake on the second locomotive is in primary mode and the first brake on the first locomotive is in auxiliary mode;

[0012] The first locomotive and the second locomotive have a coupling port; the first brake is provided with a first signal receiving point and a second signal receiving point for receiving the driver's cab activation signal, the first signal receiving point is directly connected to the driver's cab activation signal terminal of the first locomotive, and the first signal receiving point is connected to the coupling port via a first diode, and the second signal receiving point is directly connected to the coupling port; the second brake is provided with a third signal receiving point and a fourth signal receiving point for receiving the driver's cab activation signal, the third signal receiving point is directly connected to the driver's cab activation signal terminal of the second locomotive, and the third signal receiving point is connected to the coupling port via a second diode, and the fourth signal receiving point is directly connected to the coupling port.

[0013] In some embodiments, if the driver's cab activation signal is not received, it is determined that the first brake on the first locomotive and the second brake on the second locomotive are both in holding mode.

[0014] According to another aspect of this disclosure, a braking device for coupled-unit locomotives is also provided, comprising: a driver's cab activation signal module for detecting whether a driver's cab activation signal is received; a first operating mode determination module for determining, if the received driver's cab activation signal is a driver's cab activation signal of a first locomotive, that the first brake on the first locomotive is in the primary operating mode and the second brake on the second locomotive is in the auxiliary operating mode; and a second operating mode determination module for determining, if the received driver's cab activation signal is a driver's cab activation signal of a second locomotive, that the second brake on the second locomotive is in the primary operating mode and the first brake on the first locomotive is in the auxiliary operating mode.

[0015] In some embodiments, the third operating mode determination module is configured to determine that the first brake on the first locomotive and the second brake on the second locomotive are both in holding mode if the driver's cab activation signal is not received.

[0016] The multiple-unit locomotive braking system, method, apparatus, and locomotive system provided in the embodiments of this disclosure control the transmission direction of the activation signal through a first diode, a second diode, a first brake mounted on the first locomotive, and a second brake mounted on the second locomotive. This causes the signal receiving point on the brake to change its level value according to the activation signal, thereby achieving the switching of the brake's operating mode. The embodiments of this disclosure ensure that even in the event of abnormal transmission and reception of the brake network signal, the multiple-unit locomotive still has the ability to switch operating modes normally.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0019] Figure 1 This diagram illustrates a braking system for a multiple-unit locomotive according to an embodiment of the present disclosure;

[0020] Figure 2 A schematic diagram of another multiple-unit locomotive braking system is shown in an embodiment of this disclosure;

[0021] Figure 3 A schematic diagram of another multiple-unit locomotive braking system is shown in an embodiment of this disclosure;

[0022] Figure 4A flowchart of a braking method for multiple-unit locomotives according to an embodiment of this disclosure is shown;

[0023] Figure 5 A schematic diagram of a multiple-unit locomotive braking device is shown in an embodiment of this disclosure;

[0024] Figure 6 A schematic diagram of another multiple-unit locomotive braking device is shown in an embodiment of this disclosure. Detailed Implementation

[0025] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that this disclosure will be more comprehensive and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0026] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0027] The specific implementation methods of the embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0028] Figure 1 This diagram illustrates a braking system for a multiple-unit locomotive according to an embodiment of the present disclosure, such as... Figure 1 As shown, the system includes the following components: a first diode 102, a second diode 202, a first brake 101 mounted on the first locomotive 10, and a second brake 201 mounted on the second locomotive 20. The first locomotive 10 and the second locomotive 20 have a coupling port 30.

[0029] The coupling port 30 includes: a first coupling port 301 on the side of the first locomotive 10 and a second coupling port 302 on the side of the second locomotive 20.

[0030] The first brake 101 is provided with a first signal receiving point 1011 and a second signal receiving point 1012 for receiving the driver's cab activation signal. The first signal receiving point 1011 is directly connected to the driver's cab activation signal terminal of the first locomotive 10, and the first signal receiving point 1011 is connected to the first reconnection port 301 via the first diode 102. The second signal receiving point 1012 is directly connected to the first reconnection port 301.

[0031] The second brake 201 is provided with a third signal receiving point 2011 and a fourth signal receiving point 2012 for receiving the driver's cab activation signal. The third signal receiving point 2011 is directly connected to the driver's cab activation signal terminal of the second locomotive 20, and the third signal receiving point 2011 is connected to the second reconnection port 302 via the second diode 202. The fourth signal receiving point 2012 is directly connected to the second reconnection port 302.

[0032] As described above, in this embodiment, the transmission direction of the activation signal is controlled by a first diode, a second diode, a first brake mounted on the first locomotive, and a second brake mounted on the second locomotive. This causes the signal receiving point on the brake to change its level value according to the activation signal, thereby achieving the switching of the brake's operating mode. This embodiment ensures that even in the event of abnormal signal transmission and reception in the brake network of a coupled locomotive, the brake still has the ability to switch operating modes normally.

[0033] In one embodiment of this disclosure, the first diode 102 may be integrated into the first brake 101, and the second diode 202 may be integrated into the second brake 201. The embodiments of this disclosure do not specifically limit the position of the diodes.

[0034] In one embodiment of this disclosure, the first reconnection port 301 and the second reconnection port 302 can be internal reconnection ports, so that the first locomotive 10 and the second locomotive 20 can be connected through mechanical, electrical and signal connections inside the locomotives, and the two can work together as a whole, sharing functions such as control signals, power distribution and braking control.

[0035] In one embodiment of this disclosure, the correlation between the signal receiving point's voltage level and the brake's operating mode can be preset. The correlation table between the voltage level and the operating mode is shown below:

[0036] Table 1

[0037] Signal receiving point ① Signal receiving point ② Brake working mode 1 0 This is the main mode of operation 1 1 This is the main mode of operation 0 1 Replacement mode 0 0 Maintain mode

[0038] It should be noted that signal receiving point ① can refer to the signal receiving point in the brake that is connected to the reconnection port via a diode (such as the first or third signal receiving point mentioned above), and signal receiving point ② can refer to the signal receiving point in the brake that is directly connected to the reconnection port (such as the second or fourth signal receiving point mentioned above).

[0039] In one embodiment of this disclosure, when the operating mode of the brake is the main locomotive mode, the locomotive on which the brake is located is the main locomotive. The main locomotive will assume the control responsibility for the entire train. This locomotive is responsible for operating the train's acceleration, deceleration, and stopping actions. The control commands issued by the driver or control system on the main locomotive will not only affect the locomotive itself, but will also be transmitted to other coupled locomotives through the locomotive bus or wireless communication system. The locomotive that receives the control commands is the auxiliary locomotive, and the operating mode of the brake on the auxiliary locomotive is the auxiliary locomotive mode. If the driver's cab activation signal terminal stops sending activation signals, the level value of the signal receiving point ① will become low. At this time, the operating mode of the brake is the holding mode, that is, the brake will maintain the operating mode before the signal receiving point ① changes to low level.

[0040] For example, if the brake's operating mode is the primary mode, the signal receiving point ① has a high level. At this time, the driver's cab activation signal terminal stops sending the driver's cab activation signal, and the level of the signal receiving point ① becomes low. The brake's operating mode changes to the holding mode, but it is still operating in the primary mode. If the brake's operating mode is the auxiliary mode, the signal receiving point ① has a low level. At this time, the driver's cab activation signal terminal stops sending the driver's cab activation signal, and the level of the signal receiving point ① remains low. The brake's operating mode changes to the holding mode, but it is still operating in the auxiliary mode.

[0041] In one embodiment of this disclosure, if a wiring fault occurs between signal receiving point ② and the diode, causing the driver's cab activation signal sent from signal receiving point ① to fail to reach signal receiving point ②, a situation may arise where the voltage level of signal receiving point ① is high and the voltage level of signal receiving point ② is low. In this case, the brake's operating mode is the home mode. This embodiment of the disclosure can achieve brake operating mode switching through combinations of high and low voltage states of signal receiving points ① and ②.

[0042] In one embodiment of this disclosure, if the driver's cab activation signal is emitted through the driver's cab activation signal terminal 401 on the first locomotive 10, the first signal receiving point 1011 receives the driver's cab activation signal and transmits the signal to the second signal receiving point 1012 and the fourth signal receiving point 2012 respectively through the first diode 102. At this time, the level value of the first signal receiving point 1011 is high, the level value of the second signal receiving point 1012 is high, and the working mode of the first brake is determined to be the primary mode according to the preset correlation table between the level value and the working mode; the level value of the third signal receiving point 2011 is low, the level value of the fourth signal receiving point 2012 is high, and the working mode of the second brake is determined to be the auxiliary mode according to the preset correlation table between the level value and the working mode.

[0043] In one embodiment of this disclosure, if the driver's cab activation signal is emitted through the driver's cab activation signal terminal 402 on the second locomotive 20, the third signal receiving point 2011 receives the driver's cab activation signal and transmits the signal to the second signal receiving point 1012 and the fourth signal receiving point 2012 respectively through the second diode 202. At this time, the level value of the first signal receiving point 1011 is low, and the level value of the second signal receiving point 1012 is high. According to the preset correlation table between the level value and the working mode, the working mode of the first brake is determined to be the auxiliary mode; the level value of the third signal receiving point 2011 is high, and the level value of the fourth signal receiving point 2012 is high. According to the preset correlation table between the level value and the working mode, the working mode of the second brake is determined to be the primary mode.

[0044] In one embodiment of this disclosure, Figure 2 A schematic diagram of another multiple-unit locomotive braking system according to an embodiment of this disclosure is shown, such as... Figure 2 As shown, the system also includes: a first brake start switch installed on the first locomotive and a second brake start switch installed on the second locomotive.

[0045] The first brake start switch is used to generate a driver's cab activation signal for the first locomotive 10, so that the driver's cab activation signal terminal 401 of the first locomotive 10 sends the driver's cab activation signal to the first signal receiving point 1011. After receiving the driver's cab activation signal, the first signal receiving point 1011 sends the driver's cab activation signal to the second signal receiving point 1012 and the first reconnection port 301 through the first diode 102. In turn, the first reconnection port 301 sends the driver's cab activation signal to the second reconnection port 302, and then sends it to the fourth signal receiving point 2012 through the second reconnection port 302.

[0046] The second brake start switch is used to generate a driver's cab activation signal for the second locomotive 20, so that the driver's cab activation signal terminal 402 of the second locomotive 20 sends the driver's cab activation signal to the third signal receiving point 2011. After receiving the driver's cab activation signal, the third signal receiving point 2011 sends the driver's cab activation signal to the fourth signal receiving point 2012 and the second reconnection port 302 through the second diode 202. In turn, the second reconnection port 302 sends the driver's cab activation signal to the first reconnection port 301, and then sends it to the second signal receiving point 1012 through the first reconnection port 301.

[0047] In one embodiment of this disclosure, both the first brake start switch and the second brake start switch can be electric keys. It should be noted that the brake start switch is not limited to the form of an electric key, and any other device that can produce the same effect can also be used. This disclosure does not specifically limit this.

[0048] In one embodiment of this disclosure, the second signal receiving point 1012 is directly connected to the first external coupling port 501, and the fourth signal receiving point 2012 is directly connected to the second external coupling port 502. Compared with the internal coupling method, the external coupling connection usually refers to the connection between locomotives through mechanical and electrical means. The external coupling method is usually applied to locomotives with non-fixed formations and is more suitable for scenarios that require flexible combination of locomotives.

[0049] For example, after the driver's cab activation signal terminal sends the driver's cab activation signal, the first signal receiving point 1011 (or the third signal receiving point 2011) sends the driver's cab activation signal to the second signal receiving point 1012 (or the fourth signal receiving point 2012). The first signal receiving point 1011 and the second signal receiving point 1012 (or the third signal receiving point 2011 and the fourth signal receiving point 2012) simultaneously send the driver's cab activation signal to the outside of the first locomotive 10 (or the second locomotive 20). The first signal receiving point 1011 (or the third signal receiving point 2011) sends the driver's cab activation signal to the outside through the first reconnection port 301 (or the second reconnection port 302), and the second signal receiving point 1012 (or the fourth signal receiving point 2012) sends the driver's cab activation signal to the outside through the first external reconnection port 501 (or the second external reconnection port 502).

[0050] In one embodiment of this disclosure, control can be achieved entirely through hard-wired connections, ensuring that the brake always has the ability to switch normally between primary and auxiliary modes. At the same time, this hard-wired control strategy can be redundantly controlled with the network control logic to ensure that only the brake that receives the driver's cab activation signal sent by the driver's cab activation signal terminal is in primary mode, while the other brakes are in auxiliary mode.

[0051] Figure 3A schematic diagram of another multiple-unit locomotive braking system according to an embodiment of this disclosure is shown, such as... Figure 3 As shown, the system also includes: a third diode 602, a fourth diode 702, a third brake 601 installed on the third locomotive 60 and a fourth brake 701 installed on the fourth locomotive 70, and a coupling port 30 between the third locomotive 60 and the fourth locomotive 70.

[0052] Among them, the coupling port 30 includes: the third coupling port 303 on the side of the third locomotive 60 and the fourth coupling port 304 on the side of the fourth locomotive 70.

[0053] The third brake 601 is equipped with a fifth signal receiving point 6011 and a sixth signal receiving point 6012 for receiving the driver's cab activation signal. The fifth signal receiving point 6011 is directly connected to the driver's cab activation signal terminal of the third locomotive 60, and the fifth signal receiving point 6011 is connected to the third reconnection port 303 via the third diode 602. The sixth signal receiving point 6012 is directly connected to the third reconnection port 303.

[0054] The fourth brake 701 is equipped with a seventh signal receiving point 7011 and an eighth signal receiving point 7012 for receiving the driver's cab activation signal. The seventh signal receiving point 7011 is directly connected to the driver's cab activation signal terminal of the fourth locomotive 70, and the seventh signal receiving point 7011 is connected to the fourth reconnection port 304 via the fourth diode 702. The eighth signal receiving point 7012 is directly connected to the fourth reconnection port 304.

[0055] In one embodiment of this disclosure, the third diode 602 may be integrated into the third brake 601, and the fourth diode 702 may be integrated into the fourth brake 701. The embodiments of this disclosure do not specifically limit the position of the diodes.

[0056] In one embodiment of this disclosure, the third reconnection port 303 and the fourth reconnection port 304 can be internal reconnection ports, so that the third locomotive 60 and the fourth locomotive 70 can be connected through mechanical, electrical and signal connections inside the locomotives, and the two can work together as a whole, sharing control signals, power distribution and braking control, etc.

[0057] In one embodiment of this disclosure, the sixth signal receiving point 6012 is directly connected to the third external reconnection port 503, and the eighth signal receiving point 7012 is directly connected to the fourth external reconnection port 504.

[0058] For example, after the driver's cab activation signal transmitter sends the driver's cab activation signal, the fifth signal receiving point 6011 (or the seventh signal receiving point 7011) sends the driver's cab activation signal to the sixth signal receiving point 6012 (or the eighth signal receiving point 7012). The fifth signal receiving point 6011 and the sixth signal receiving point 6012 (or the seventh signal receiving point 7011 and the eighth signal receiving point 7012) simultaneously send the driver's cab activation signal to the outside of the third locomotive 60 (or the fourth locomotive 70). The fifth signal receiving point 6011 (or the seventh signal receiving point 7011) sends the driver's cab activation signal outward through the third reconnection port 303 (or the fourth reconnection port 304), and the sixth signal receiving point 6012 (or the eighth signal receiving point 7012) sends the driver's cab activation signal outward through the third external reconnection port 503 (or the fourth external reconnection port 504).

[0059] In one embodiment of this disclosure, if the first brake start switch sends a driver's cab activation signal to the first signal receiving point 1011 via the driver's cab activation signal terminal 401 of the first locomotive 10, the first signal receiving point 1011, after receiving the driver's cab activation signal, transmits the driver's cab activation signal to the second signal receiving point 1012 and the first reconnection port 301 via the first diode 102, thereby causing the first reconnection port 301 to send the driver's cab activation signal to the second reconnection port 302, and then to the fourth signal receiving point 2012 via the second reconnection port 302; the fourth signal receiving point 2012 transmits the driver's cab activation signal outward through the second external reconnection port 502; the sixth signal receiving point 6012 receives the driver's cab activation signal through the third external reconnection port 503, and transmits the driver's cab activation signal outward to the fourth reconnection interface 304 through the third reconnection port 303; and the eighth signal receiving point 7012 receives the driver's cab activation signal through the fourth reconnection interface 304. At this time, the first signal receiving point 1011 is at a high level, the second signal receiving point 1012 is at a high level, the third signal receiving point 2011 is at a low level, the fourth signal receiving point 2012 is at a high level, the fifth signal receiving point 6011 is at a low level, the sixth signal receiving point 6012 is at a high level, the seventh signal receiving point 7011 is at a low level, and the eighth signal receiving point 7012 is at a high level. Therefore, the first brake 101 is in the primary mode, the second brake 201 is in the auxiliary mode, the third brake 601 is in the auxiliary mode, and the fourth brake 701 is in the auxiliary mode.

[0060] It should be noted that the brakes can be connected in either external or internal multiple-unit mode depending on the actual situation. Each group of locomotives connected in internal multiple-unit mode includes two brakes, and two groups of locomotives connected in external multiple-unit mode include four brakes. That is, n groups of locomotives connected in external multiple-unit mode include 2n brakes. The configuration can be set according to the actual situation. This embodiment does not specifically limit the connection method and number of locomotives.

[0061] Figure 4 A flowchart of a braking method for multiple-unit locomotives according to an embodiment of this disclosure is shown, as follows: Figure 4 As shown, the method includes:

[0062] S401, detect whether the driver's cab activation signal has been received.

[0063] In one embodiment of this disclosure, the driver's cab activation signal is used to change the level value of the signal receiving point on the brake. By detecting whether the signal receiving point on the brake receives the driver's cab activation signal and the source of the driver's cab activation signal, the level value of the signal receiving point is determined, thereby obtaining the working state of the brake.

[0064] S402, if the received driver's cab activation signal is the driver's cab activation signal of the first locomotive, then it is determined that the first brake on the first locomotive is in the primary mode and the second brake on the second locomotive is in the auxiliary mode.

[0065] In one embodiment of this disclosure, the locomotive with the brake in the primary mode is responsible for controlling the entire train, while the locomotive with the brake in the auxiliary mode is responsible for receiving control commands sent by the primary locomotive.

[0066] S403, if the received driver's cab activation signal is the driver's cab activation signal of the second locomotive, then it is determined that the second brake on the second locomotive is in the primary mode and the first brake on the first locomotive is in the auxiliary mode.

[0067] It should be noted that there is no sequential relationship between the execution order of S402 and S403 mentioned above. The corresponding execution steps are selected according to the actual situation, and this disclosure does not make any specific restrictions on this.

[0068] In one embodiment of this disclosure, the first locomotive and the second locomotive have a coupling port.

[0069] In one embodiment of this disclosure, the first brake is provided with a first signal receiving point and a second signal receiving point for receiving the driver's cab activation signal. The first signal receiving point is directly connected to the driver's cab activation signal terminal of the first locomotive, and the first signal receiving point is connected to the reconnection port via a first diode. The second signal receiving point is directly connected to the reconnection port.

[0070] In one embodiment of this disclosure, the second brake is provided with a third signal receiving point and a fourth signal receiving point for receiving the driver's cab activation signal. The third signal receiving point is directly connected to the driver's cab activation signal terminal of the second locomotive, and the third signal receiving point is connected to the reconnection port via a second diode. The fourth signal receiving point is directly connected to the reconnection port.

[0071] As described above, this embodiment controls the transmission direction of the activation signal via a first diode, a second diode, a first brake mounted on the first locomotive, and a second brake mounted on the second locomotive. This causes the signal receiving point on the brake to change its voltage level according to the activation signal, thereby switching the brake's operating mode. This embodiment ensures that even in the event of abnormal signal transmission and reception in the brake network of a coupled locomotive, the brake still has the ability to switch operating modes normally.

[0072] In one embodiment of this disclosure, after detecting whether a driver's cab activation signal is received, the method further includes: if no driver's cab activation signal is received, determining that both the first brake on the first locomotive and the second brake on the second locomotive are in holding mode.

[0073] In one embodiment of this disclosure, when the driver's cab activation signal is not received from the driver's cab activation signal terminal, the brake will maintain the operating mode before the signal receiving point is changed to a low level.

[0074] Based on the same inventive concept, this disclosure also provides a braking device for multiple-unit locomotives, as described in the following embodiments. Since the principle by which this device solves the problem is similar to that of the method embodiments described above, the implementation of this device embodiment can refer to the implementation of the method embodiments described above, and repeated details will not be elaborated further.

[0075] Figure 5 A schematic diagram of a braking device for a multiple-unit locomotive according to an embodiment of this disclosure is shown, such as... Figure 5 As shown, the device includes: a driver's cab activation signal module 801, a first operating mode determination module 802, and a second operating mode determination module 803.

[0076] The engine room activation signal module 801 is used to detect whether a driver's cab activation signal is received; the first operating mode determination module 802 is used to determine that if the received driver's cab activation signal is the driver's cab activation signal of the first locomotive, the first brake on the first locomotive is in the primary operating mode and the second brake on the second locomotive is in the auxiliary operating mode; the second operating mode determination module 803 is used to determine that if the received driver's cab activation signal is the driver's cab activation signal of the second locomotive, the second brake on the second locomotive is in the primary operating mode and the first brake on the first locomotive is in the auxiliary operating mode.

[0077] As described above, this embodiment controls the transmission direction of the activation signal via a first diode, a second diode, a first brake mounted on the first locomotive, and a second brake mounted on the second locomotive. This causes the signal receiving point on the brake to change its voltage level according to the activation signal, thereby switching the brake's operating mode. This embodiment ensures that even in the event of abnormal signal transmission and reception in the brake network of a coupled locomotive, the brake still has the ability to switch operating modes normally.

[0078] Figure 6 A schematic diagram of another multiple-unit locomotive braking device in an embodiment of this disclosure is shown, such as... Figure 6 As shown, the device also includes a third operating mode determination module 804, which determines that if the driver's cab activation signal is not received, the first brake on the first locomotive and the second brake on the second locomotive are both in holding mode.

[0079] Those skilled in the art will understand that various aspects of this disclosure can be implemented as a system, method, or program product. Therefore, various aspects of this disclosure can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software aspects, collectively referred to herein as a "circuit," "module," or "system."

[0080] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A braking system for multiple-unit locomotives, characterized in that, include: A first diode, a second diode, a first brake mounted on a first locomotive, and a second brake mounted on a second locomotive, wherein the first locomotive and the second locomotive have a coupling port; The first brake is provided with a first signal receiving point and a second signal receiving point for receiving the driver's cab activation signal. The first signal receiving point is directly connected to the driver's cab activation signal terminal of the first locomotive, and the first signal receiving point is connected to the reconnection port via the first diode. The second signal receiving point is directly connected to the reconnection port. The second brake is provided with a third signal receiving point and a fourth signal receiving point for receiving the driver's cab activation signal. The third signal receiving point is directly connected to the driver's cab activation signal terminal of the second locomotive, and the third signal receiving point is connected to the reconnection port via the second diode. The fourth signal receiving point is directly connected to the reconnection port.

2. The braking system for multiple-unit locomotives according to claim 1, characterized in that, The first locomotive is equipped with a first signal start switch, which is used to generate an activation signal for the driver's cab of the first locomotive, so that the level value of the first signal receiving point is high and the level value of the third signal receiving point is low.

3. The braking system for multiple-unit locomotives according to claim 1, characterized in that, The second locomotive is equipped with a second signal start switch, which is used to generate an activation signal for the driver's cab of the second locomotive, so that the level value of the first signal receiving point is low and the level value of the third signal receiving point is high.

4. A locomotive system, characterized in that, include: The braking system for multiple-unit locomotives according to any one of claims 1 to 3.

5. A braking method for coupled-unit locomotives, characterized in that, The braking system for multiple-unit locomotives according to any one of claims 1 to 3 comprises: Detect whether an activation signal from the driver's cab has been received; If the received driver's cab activation signal is the driver's cab activation signal of the first locomotive, then it is determined that the first brake on the first locomotive is in the primary mode and the second brake on the second locomotive is in the auxiliary mode. If the received driver's cab activation signal is the driver's cab activation signal of the second locomotive, then it is determined that the second brake on the second locomotive is in the primary mode and the first brake on the first locomotive is in the auxiliary mode.

6. The braking method for multiple-unit locomotives according to claim 5, characterized in that, After detecting whether a driver's cab activation signal has been received, the method further includes: If the driver's cab activation signal is not received, it is determined that the first brake on the first locomotive and the second brake on the second locomotive are both in holding mode.

7. A braking device for multiple-unit locomotives, characterized in that, The braking system for multiple-unit locomotives according to any one of claims 1 to 3 comprises: The driver's cab activation signal module is used to detect whether a driver's cab activation signal has been received. The first working mode determination module is used to determine that if the received driver's cab activation signal is the driver's cab activation signal of the first locomotive, the first brake on the first locomotive is in the primary mode and the second brake on the second locomotive is in the auxiliary mode. The second operating mode determination module is used to determine that if the received driver's cab activation signal is the driver's cab activation signal of the second locomotive, the second brake on the second locomotive is in the primary operating mode and the first brake on the first locomotive is in the auxiliary operating mode.

8. The braking device for multiple-unit locomotives according to claim 7, characterized in that, The device further includes: The third operating mode determination module is used to determine that if the driver's cab activation signal is not received, the first brake on the first locomotive and the second brake on the second locomotive are both in holding mode.

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