Heavy-load train locomotive brake pressure reduction control system and method

Abstract

The invention relates to a heavy-load train locomotive brake pressure reduction control system and method. The heavy-load train locomotive brake pressure reduction control system comprises a brake mechanism, a brake control unit, a protection electromagnetic valve and a brake protection device. The brake mechanism comprises a train pipe, a relay valve and a balance air cylinder. The protection electromagnetic valve is arranged at the air outlet of the balancing air cylinder; the brake protection device is in communication connection with the brake control unit and monitors whether the brake control unit breaks down or not in real time, when the brake control unit breaks down, the connecting pipe controls the protection electromagnetic valve, the exhaust air rate of the balance air cylinder is calculated, and the exhaust action of the balance air cylinder is controlled based on the exhaust air rate. The brake protection device is arranged in the brake system, so that the pressure of a train pipe is prevented from being reduced to zero under the condition that a brake control unit of the train breaks down, stable braking of the heavy-load train is guaranteed, and the running safety of the train is remarkably improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of railway vehicles, and particularly relates to a decompression control system and method for a locomotive brake of a heavy-haul train. Background Art

[0002] With the continuous improvement of China's railway freight capacity, the formation length of heavy-haul trains has exceeded 3000 meters, and the carrying capacity has reached 20,000 tons. The braking control systems of such extra-long formation trains are generally provided with a train pipe that runs through the whole train, and the braking and release of the train are achieved by controlling the air pressure in the train pipe.

[0003] The charging and discharging of the train pipe are controlled by the locomotive brake. For ordinary trains, according to the existing locomotive brake control requirements, when a failure such as the loss of power of the brake control unit (BCU) occurs, the train pipe automatically discharges air to 0, and the train applies normal braking. At this time, the locomotive and the vehicle generate the maximum normal braking pressure to stop.

[0004] However, for heavy-haul trains, especially trains at high speeds, if the train pipe automatically discharges too much air due to a locomotive brake failure, or even discharges air to a pressure value of 0, it will cause too much braking force on the locomotive and the vehicle, resulting in a great longitudinal impulse effect on the whole train, posing a potential safety hazard to the operation of heavy-haul trains. Summary of the Invention

[0005] The purpose of the present invention is to solve one of the above technical problems, and to provide a decompression control system and method for a locomotive brake of a heavy-haul train.

[0006] To achieve the above purpose, the technical solution adopted by the present invention is:

[0007] A decompression control system for a locomotive brake of a heavy-haul train includes: a braking mechanism, a brake control unit, a protection solenoid valve, and a braking protection device;

[0008] The braking mechanism includes a train pipe, a relay valve, and an equalizing reservoir;

[0009] The relay valve is respectively connected to the train pipe and the equalizing reservoir;

[0010] The relay valve is provided with a relay valve exhaust port; when the pressure in the equalizing reservoir is lower than the pressure in the train pipe, the relay valve exhaust port opens, and the train pipe discharges air through the relay valve exhaust port; when the pressure in the equalizing reservoir is equal to the pressure in the train pipe, the relay valve exhaust port closes, and the train pipe stops discharging air;

[0011] The equalizing reservoir is provided with an equalizing reservoir exhaust port;

[0012] The protection solenoid valve is arranged at the equalizing reservoir exhaust port;

[0013] The brake control unit collects the running speed of the locomotive in real time and monitors the pressure values of the equalizing reservoir and the train pipe; during normal operation, the brake control unit controls the exhaust air volume of the equalizing reservoir by controlling the switch of the protection solenoid valve, and then controls the exhaust air volume of the train pipe.

[0014] The brake protection device is communicatively connected to the brake control unit, monitors in real time whether the brake control unit fails, and simultaneously collects the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed transmitted by the brake control unit.

[0015] When the brake protection device monitors that the brake control unit fails, it takes over the control of the protection solenoid valve, calculates the exhaust air volume of the equalizing reservoir based on the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed collected at the moment before the failure, and controls the switch of the protection solenoid valve based on the exhaust air volume, thereby controlling the exhaust action of the equalizing reservoir.

[0016] In some embodiments of the present invention, the exhaust speed of the protection solenoid valve is fixed, and the opening time of the protection solenoid valve is calculated based on the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed collected at the moment before the failure, thereby controlling the exhaust air volume of the equalizing reservoir.

[0017] In some embodiments of the present invention, the brake protection device and the brake control unit are connected through a CAN network; the brake control unit transmits the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed to the brake protection device through the CAN network. When the brake protection device monitors that there is no network data stream in the CAN network, it determines that the brake control unit has failed.

[0018] In some embodiments of the present invention, the brake protection device and the brake control unit are connected through a CAN network. The brake protection device monitors the life signal and clock signal of the data stream in the CAN network in real time. When both the life signal and the clock signal stop, it determines that the brake control unit has failed.

[0019] In some embodiments of the present invention, the brake protection device collects the voltage of the power supply of the brake control unit in real time. When the power supply voltage is abnormal, it determines that the brake control unit has failed.

[0020] In some embodiments of the present invention, a neutral solenoid valve is further included.

[0021] The braking mechanism further includes a main air pipe, and the main air pipe fills the train pipe with air through a relay valve.

[0022] The neutral solenoid valve is arranged on the communication channel between the main air pipe and the relay valve.

[0023] When the brake protection device monitors that the brake control unit has failed, it immediately takes over the control to close the neutral solenoid valve, blocking the air filling path to the train pipe.

[0024] In some embodiments of the present invention, when the brake control unit fails, it is determined whether the pressures of the train pipe and the equalizing reservoir are greater than a predetermined pressure threshold;

[0025] If both are greater than the pressure threshold, control the protection solenoid valve to open and exhaust air until the pressure of the equalizing reservoir is reduced to the first pressure threshold;

[0026] If the pressure of the train pipe is greater than the pressure threshold and the pressure of the equalizing reservoir is less than the pressure threshold, or if the pressure of the train pipe is less than the pressure threshold, control the protection solenoid valve to remain closed.

[0027] In some embodiments of the present invention, the magnitude of the pressure threshold is determined based on the locomotive speed at the moment immediately before the failure occurs.

[0028] Some embodiments of the present invention further provide a method for controlling the pressure reduction of a locomotive brake of a heavy-haul train, which is used to control the pressure reduction control system of the locomotive brake of the heavy-haul train as described above, and includes the following steps:

[0029] Install a brake protection device in the braking system of the train;

[0030] Install a protection solenoid valve at the air outlet of the brake cylinder of the train;

[0031] Enable the brake protection device to communicate with the brake control unit of the train, and monitor in real time whether the brake control unit fails. At the same time, collect the pressure value of the equalizing reservoir, the pressure value of the train pipe, and the locomotive speed transmitted by the brake control unit;

[0032] Enable the brake protection device to communicate with the protection solenoid valve. When the brake protection device monitors that the brake control unit fails, take over the control of the protection solenoid valve, calculate the exhaust air volume of the equalizing reservoir based on the pressure value of the equalizing reservoir, the pressure value of the train pipe, and the locomotive speed collected at the moment immediately before the failure occurs, control the opening and closing of the protection solenoid valve based on the exhaust air volume, and further control the exhaust action of the equalizing reservoir.

[0033] Some embodiments of the present invention further include the following steps:

[0034] Install a neutral solenoid valve on the connection channel between the train pipe and the main air pipe of the train;

[0035] Enable the brake protection device to communicate with the neutral solenoid valve. When the brake protection device monitors that the brake control unit fails, immediately take over the control of the neutral solenoid valve to close and cut off the air charging passage to the train pipe.

[0036] The beneficial effects of the present invention are as follows:

[0037] 1. The present invention constructs a dual-redundancy braking control architecture for a brake control unit and a braking protection device. The braking protection device monitors the working state of the brake control unit in real time. When it detects a fault in the brake control unit, it calculates the required air discharge volume of the train based on the instantaneous parameters before the fault, and immediately takes over the control of the solenoid valve by the brake control unit, and then controls the equalizing reservoir and the train pipe to discharge air based on this air discharge volume, ensuring that the train can still stop smoothly in the case of a fault in the brake control unit, and significantly improving the running safety of the train.

[0038] 2. The braking protection device provided by the present invention determines whether the brake control unit has a fault by detecting the abnormal power supply voltage of the brake control unit, or the CAN network data stream, or the clock signal and life signal of the brake control unit in the CAN network data stream, avoiding misjudgment caused by a single signal abnormality, improving the reliability of fault judgment, being able to detect the fault of the brake control unit more quickly and accurately, and taking corresponding measures in time to ensure the braking safety of the train.

[0039] Other features and advantages of the present invention will be described in the following specification, and partly will be obvious from the specification, or will be understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures pointed out in the specification, claims and drawings. Brief Description of the Drawings

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will describe the specific embodiments of the present invention in detail with reference to the drawings. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0041] Figure 1 It is a system architecture diagram of a pressure reduction control system for a locomotive brake of a heavy-haul train;

[0042] Figure 2 It is a pressure reduction protection control flow chart of the pressure reduction control system provided by an embodiment of the present invention. Detailed Embodiments

[0043] In order to make the objectives, technical solutions and advantages of the present application clearer, the following will describe and explain the present application with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application. Based on the embodiments provided by the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0044] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular forms are also intended to include the plural forms. In addition, it should be understood that the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0045] In the case of no conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0046] The technical solution of the present invention will be described in detail below in conjunction with specific embodiments and the accompanying drawings of the specification.

[0047] As shown in the attached Figure 1 - attached Figure 2 As shown, in a schematic embodiment of a reduction control system for a locomotive brake of a heavy-haul train in the present invention, the reduction control system includes a braking mechanism, a brake control unit, a protection solenoid valve 263YV, and a braking protection device.

[0048] Among them, the braking mechanism includes a main air pipe, a train pipe, a relay valve, and a balanced air cylinder.

[0049] The relay valve is respectively connected to the train pipe and the balanced air cylinder.

[0050] A relay valve exhaust port is provided on the relay valve; when the pressure in the balanced air cylinder is lower than the pressure in the train pipe, the relay valve exhaust port automatically opens, and the train pipe exhausts air through the relay valve exhaust port, and the pressure in the train pipe decreases; when the pressure in the train pipe decreases to be equal to the pressure in the balanced air cylinder, the relay valve exhaust port automatically closes, and the train pipe stops exhausting air;

[0051] A balanced air cylinder exhaust port is provided on the balanced air cylinder, and the protection solenoid valve is arranged at the balanced air cylinder exhaust port. The protection solenoid valve opens when de-energized, and the balanced air cylinder exhausts air through the balanced air cylinder exhaust port, and the pressure in the balanced air cylinder decreases. The protection solenoid valve closes when energized.

[0052] The brake control unit collects the running speed of the locomotive in real time, and monitors the pressure value of the balanced air cylinder and the pressure value of the train pipe respectively through a balanced air cylinder pressure sensor installed in the balanced air cylinder and a train pipe pressure sensor installed in the train pipe.

[0053] When the brake control unit (BCU) operates normally, at different locomotive speeds, the brake control unit controls the opening and closing of the protection solenoid valve to control the air discharge volume of the equalizing reservoir, and further controls the air discharge volume of the train pipe, so as to generate a braking force adapted to the speed to control the train to stop smoothly.

[0054] The brake protection device is communicatively connected to the brake control unit, monitors in real time whether the brake control unit fails, and simultaneously collects the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed transmitted by the brake control unit.

[0055] When the brake protection device monitors that the brake control unit fails, it stops collecting the equalizing reservoir pressure, train pipe pressure value, and locomotive speed transmitted by the brake control unit, immediately takes over the control of the protection solenoid valve, calculates the air discharge volume of the equalizing reservoir based on the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed collected at the previous moment before the failure, controls the opening and closing of the protection solenoid valve based on this air discharge volume, and further controls the exhaust action of the equalizing reservoir to reduce the pressure value in the equalizing reservoir.

[0056] After the pressure reduction of the equalizing reservoir is completed, the pressure of the train pipe is higher than that of the equalizing reservoir, and the relay valve opens the train pipe exhaust port. When the pressure in the train pipe drops to be equal to the pressure in the pre-equalizing reservoir, the relay valve exhaust port is closed, the train pipe exhaust is stopped, and the train pipe pressure maintaining control is implemented to obtain the train pipe pressure for safe parking, and the train pipe pressure reduction control required for safe parking at different locomotive speeds is realized.

[0057] In some embodiments of the present invention, the air discharge speed of the protection solenoid valve is fixed. The brake protection device calculates the opening time of the protection solenoid valve for the equalizing reservoir to exhaust air based on the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed collected at the previous moment before the failure, and further controls the air discharge volume of the equalizing reservoir. According to the existing railway technical locomotive standards, the air discharge speed of the protection solenoid valve is about 24.3 kPa / s.

[0058] In some embodiments of the present invention, the brake protection device and the brake control unit are connected through a CAN network; the brake control unit transmits the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed to the brake protection device through the CAN network. When the brake protection device monitors that there is no network data stream in the CAN network, it determines that the brake control unit has failed.

[0059] In some embodiments of the present invention, the brake protection device and the brake control unit are connected through a CAN network. The brake protection device monitors in real time the life signal and clock signal of the data stream in the CAN network. When both the life signal and the clock signal stop, it determines that the brake control unit has failed.

[0060] In some embodiments of the present invention, the braking protection device monitors the voltage of the power supply of the brake control unit in real time through a hard wire. When the power supply voltage is abnormal, it is determined that the brake control unit has a fault.

[0061] In a specific embodiment of the present invention, the method for the braking protection device to determine that the brake control unit has a fault is as follows:

[0062] If the pressure reduction protection device monitors that the power supply voltage value of the brake control unit is lower than 75V for 500ms continuously, it is determined that the BCU has a fault. Otherwise, it further listens to the CAN network traffic communication situation;

[0063] If the pressure reduction protection device monitors that there is no data flow on the CAN network for 1.5s continuously, it is determined that the BCU has a fault. Otherwise, it continues to monitor the clock signal and life signal of the pressure reduction protection device when there is data flow;

[0064] If the clock signal and life signal of the pressure reduction protection device received by the pressure reduction protection device stop jumping for 1.5s continuously, it is determined that the pressure reduction protection device has a fault.

[0065] If the pressure reduction protection device is normal, the device continues to monitor, and at the same time, it real-time collects and records the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed transmitted by the pressure reduction protection device.

[0066] When the pressure reduction protection device has a fault, record the equalizing reservoir pressure value (ER), train pipe pressure value (BP), and locomotive speed (V) at the moment before the fault.

[0067] In some embodiments of the present invention, it further includes a neutral solenoid valve 253YV.

[0068] The braking mechanism further includes a main air pipe, and the main air pipe fills the train pipe with air through a relay valve.

[0069] The neutral solenoid valve is arranged on the communication channel between the main air pipe and the relay valve.

[0070] When the braking protection device monitors that the brake control unit has a fault, it immediately takes over the control of the neutral solenoid valve and outputs a high-level signal to make it in a closed state, blocking the air filling path from the main air pipe to the train pipe and stopping the train pipe from being filled with air.

[0071] In some embodiments of the present invention, when the brake control unit has a fault, it is judged whether the pressures of the train pipe and the equalizing reservoir are greater than a predetermined pressure threshold;

[0072] If both are greater than the pressure threshold, control the protection solenoid valve to open and exhaust air until the pressure of the equalizing reservoir is reduced to the first pressure threshold;

[0073] If the train pipe pressure is greater than the pressure threshold and the equalizing reservoir pressure is less than the pressure threshold, or if the train pipe pressure is less than the pressure threshold, control the protection solenoid valve to remain closed.

[0074] In some embodiments of the present invention, the magnitude of the pressure threshold is determined based on the locomotive speed at a moment before a failure occurs.

[0075] In a specific embodiment of the present invention, the pressure reduction protection control flow chart of the pressure reduction control system is as shown in the appendix Figure 2 as follows.

[0076] When the locomotive speed V is lower than 5 km / h during a brake control unit failure, the pressure threshold is set to 430 kPa.

[0077] Under this operating condition, if both the train pipe pressure BP and the equalizing reservoir pressure ER are greater than 430 kPa, the device calculates the equalizing exhaust time T = (ER - 430) / 24.3 seconds, controls the protection solenoid valve 263YV to be de-energized for time T and then energized, the equalizing reservoir exhausts to 430 kPa, and the train pipe follows the equalizing reservoir pressure to exhaust to 430 kPa and then holds pressure, realizing the parking control of the locomotive in the full braking condition of reducing pressure by 170 kPa when the speed is extremely low and less than 5 km / h (the fixed pressure is 600 kPa, reduced to 430 kPa, the pressure reduction amount is 170 kPa, full braking condition).

[0078] If the train pipe pressure BP is greater than 430 kPa while the equalizing reservoir pressure ER is not greater than 430 kPa, the device directly controls the protection solenoid valve 263YV to be energized, and the train pipe will continue to exhaust following the low-pressure equalizing reservoir to stop safely.

[0079] If the train pipe pressure BP is not greater than 430 kPa, the device directly controls the protection solenoid valve 263YV to be energized to ensure braking safety and stop at extremely low speeds.

[0080] When the locomotive speed V is in the range of 5 - 45 km / h during a brake control unit failure, the pressure threshold is set to 520 kPa.

[0081] Under this operating condition, if both the train pipe pressure BP and the equalizing reservoir pressure ER are greater than 520 kPa, the device calculates the equalizing exhaust time T = (ER - 520) / 24.3 seconds, controls the protection solenoid valve 263YV to be de-energized for time T and then energized, the equalizing reservoir exhausts to 520 kPa, and then controls the train pipe to exhaust to 520 kPa through the relay valve and then hold pressure, realizing the parking control of the locomotive in the penalty braking pressure reduction condition of reducing pressure by 80 kPa when the speed is medium and low and in the range of 5 - 45 km / h (the fixed pressure is 600 kPa, reduced to 520 kPa, the pressure reduction amount is 80 kPa, penalty braking).

[0082] If the train pipe pressure BP is greater than 520 kPa and the equalizing reservoir pressure ER is not greater than 520 kPa, the device directly controls the protection solenoid valve 263YV to be energized, and the train pipe will continue to follow the low-pressure equalizing reservoir to exhaust air and stop safely.

[0083] If the train pipe pressure BP is not greater than 520 kPa, the device directly controls the protection solenoid valve 263YV to be energized to ensure braking and safe stopping.

[0084] When the locomotive speed V is greater than 45 km / h in case of a brake control unit failure, the pressure threshold is set to 550 kPa.

[0085] Under this condition, if both the train pipe pressure BP and the equalizing reservoir pressure ER are greater than 550 kPa, the device calculates the equalizing exhaust time T = (ER - 550) / 24.3 seconds, controls the protection solenoid valve 263YV to be energized after a power-off time of T, exhausts the equalizing reservoir to 550 kPa, the equalizing reservoir pressure is lower than the train pipe pressure, opens the train pipe exhaust port on the relay valve, and when the train pipe exhausts to the pressure equal to that of the equalizing reservoir, the relay valve closes the train pipe exhaust port, realizing the parking control of the locomotive in the initial braking condition of reducing pressure by 50 kPa at a high speed greater than 45 km / h (constant pressure is 600 kPa, reduced to 550 kPa, pressure reduction amount is 50 kPa, initial braking condition).

[0086] If the train pipe pressure BP is greater than 550 kPa and the equalizing reservoir pressure ER is not greater than 550 kPa, the device directly controls the protection solenoid valve 263YV to be energized, and there is no need to continue exhausting the equalizing reservoir. The train pipe will follow the already low-pressure equalizing reservoir to continue exhausting air and stop safely.

[0087] If the train pipe pressure BP is not greater than 550 kPa, the device directly controls the protection solenoid valve 263YV to be energized. Since the neutral solenoid valve 253YV is blocked and the train pipe pressure has been reduced to 550 kPa and below, the train pipe pressure will not rise, ensuring braking and safe stopping.

[0088] In the above-mentioned exemplary embodiments, after the brake protection device fails in the brake control unit, different pressure reduction controls are implemented according to different locomotive speeds to stop safely and smoothly, effectively avoiding the situation where the train pipe directly exhausts to 0, resulting in excessive train braking force and having a risk of train operation.

[0089] Some embodiments of the present invention further provide a method for controlling the pressure reduction of a heavy-haul train locomotive brake, which is used to control the heavy-haul train locomotive brake pressure reduction control system described above, and includes the following steps:

[0090] Install a brake protection device in the braking system of the train.

[0091] Install a protection solenoid valve at the air outlet of the brake cylinder of the train.

[0092] Connect the braking protection device to the brake control unit of the train for communication, and monitor in real time whether the brake control unit fails. At the same time, collect the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed transmitted by the brake control unit.

[0093] Connect the braking protection device to the protection solenoid valve. When the braking protection device monitors that the brake control unit fails, take over the control of the protection solenoid valve, calculate the exhaust air volume of the equalizing reservoir based on the equalizing reservoir pressure value, train pipe pressure value, and locomotive speed collected at the moment before the failure, control the opening and closing of the protection solenoid valve based on the exhaust air volume, and then control the exhaust action of the equalizing reservoir.

[0094] In some embodiments of the present invention, the following steps are further included:

[0095] Install a neutral solenoid valve on the connection channel between the train pipe and the main air pipe of the train.

[0096] Connect the braking protection device to the neutral solenoid valve. When the braking protection device monitors that the brake control unit fails, immediately take over the control to close the neutral solenoid valve and cut off the air filling path to the train pipe.

[0097] Finally, it should be noted that: the various embodiments in this specification are described in a progressive manner, and the key points of each embodiment are the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0098] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them; although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that: it is still possible to modify the specific implementation manners of the present invention or perform equivalent replacements for some technical features; without departing from the spirit of the technical solutions of the present invention, they should all be covered within the scope of the technical solutions claimed by the present invention.

Claims

1. A heavy-load train locomotive brake decompression control system, characterized in that: include: Braking mechanism, brake control unit, protection solenoid valve and brake protection device; The braking mechanism includes a train pipe, a relay valve and a balancing air cylinder; The relay valve is connected to the train pipe and the balancing air cylinder respectively; The relay valve is provided with a relay valve exhaust port; when the pressure of the balancing air cylinder is lower than the pressure of the train pipe, the relay valve exhaust port is opened, and the train pipe is exhausted through the relay valve exhaust port; when the pressure of the balancing air cylinder is equal to the pressure of the train pipe, the relay valve exhaust port is closed, and the train pipe stops exhausting air; The balancing air cylinder is provided with a balancing air cylinder exhaust port; The protective solenoid valve is arranged at the exhaust port of the balancing air cylinder; The brake control unit collects the running speed of the locomotive in real time, and monitors the pressure value of the balancing air cylinder and the pressure value of the train pipe; during normal operation, the brake control unit controls the exhaust volume of the balancing air cylinder by controlling the switch of the protection solenoid valve, thereby controlling the exhaust volume of the train pipe; the brake protection device is connected to the brake control unit for communication, monitors in real time whether the brake control unit fails, and collects the pressure value of the balancing air cylinder, the pressure value of the train pipe and the locomotive speed transmitted by the brake control unit; When the brake protection device detects that a fault has occurred in the brake control unit, it takes over control of the protection solenoid valve, calculates the exhaust volume of the balancing air cylinder based on the balancing air cylinder pressure value, train pipe pressure value and locomotive speed collected just before the fault occurs, controls the switch of the protection solenoid valve based on the exhaust volume, and further controls the exhaust action of the balancing air cylinder.

2. The heavy-load train locomotive brake decompression control system according to claim 1, characterized in that: The exhaust speed of the protection solenoid valve is fixed. The opening time of the protection solenoid valve is calculated based on the balancing air cylinder pressure value, train pipe pressure value and locomotive speed collected just before the fault occurs, thereby controlling the exhaust volume of the balancing air cylinder.

3. The heavy-load train locomotive brake decompression control system according to claim 1, characterized in that: The brake protection device and the brake control unit are connected via a CAN network; the brake control unit transmits the equalizing air cylinder pressure value, the train pipe pressure value and the locomotive speed to the brake protection device via the CAN network. When the brake protection device detects that there is no network data flow in the CAN network, it is determined that the brake control unit has a fault.

4. The heavy-load train locomotive brake decompression control system according to claim 1 or 3, characterized in that: The brake protection device and the brake control unit are connected via a CAN network. The brake protection device monitors the life signal and clock signal of the data stream in the CAN network in real time. When both the life signal and the clock signal stop, it is determined that a fault occurs in the brake control unit.

5. The heavy-load train locomotive brake decompression control system according to claim 1, characterized in that: The brake protection device collects the voltage of the power supply of the brake control unit in real time, and when the power supply voltage is abnormal, it is determined that the brake control unit fails.

6. The heavy-load train locomotive brake decompression control system according to claim 1, characterized in that: further comprising a neutral solenoid valve; The brake mechanism further includes a main air duct, which charges air to the train pipe through the relay valve; The neutral solenoid valve is arranged on the communication passage between the main air duct and the relay valve; When the brake protection device detects that the brake control unit fails, it immediately takes over and controls the neutral solenoid valve to close, thereby blocking the air charging passage to the train pipe.

7. The heavy-load train locomotive brake decompression control system according to claim 1, characterized in that: When the brake control unit fails, determining whether the pressure of the train pipe and the equalizing air cylinder is greater than a predetermined pressure threshold; If both are greater than the pressure threshold, the protection solenoid valve is controlled to open and exhaust air until the pressure of the balancing air cylinder drops to the first pressure threshold; If the train pipe pressure is greater than the pressure threshold, the equalizing air cylinder pressure is less than the pressure threshold, or the train pipe pressure is less than the pressure threshold, the protection solenoid valve is controlled to remain closed.

8. The heavy-load train locomotive brake decompression control system according to claim 7, characterized in that: The magnitude of the pressure threshold is determined based on the locomotive speed at a moment before the failure occurs.

9. A heavy-load train locomotive brake decompression control method, used to control the heavy-load train locomotive brake decompression control system according to any one of claims 1 to 8, characterized in that: The following steps are involved: Install brake protection devices in the train's braking system; Install a protective solenoid valve at the air outlet of the train's brake air cylinder; The brake protection device is connected to the brake control unit of the train for communication, monitoring whether the brake control unit fails in real time, and collecting the pressure value of the balancing air cylinder, the train pipe pressure value and the locomotive speed transmitted by the brake control unit; The brake protection device is communicatively connected with the protection solenoid valve. When the brake protection device detects that the brake control unit has a fault, the brake protection device takes over the control of the protection solenoid valve, calculates the exhaust volume of the balancing air cylinder based on the balancing air cylinder pressure value, train pipe pressure value and locomotive speed collected just before the fault occurs, controls the switch of the protection solenoid valve based on the exhaust volume, and further controls the exhaust action of the balancing air cylinder.

10. The heavy-load train locomotive brake pressure reduction control method according to claim 9, characterized in that: Further comprising the steps of: A neutral solenoid valve is installed on the connection channel between the train pipe and the main air duct of the train; The brake protection device is connected to the neutral solenoid valve for communication. When the brake protection device detects that the brake control unit fails, it immediately takes over the control to close the neutral solenoid valve, thereby cutting off the air filling passage to the train pipe.

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