Abnormal braking protection system and method for three-locomotive reconnection locomotive

Abstract

The invention relates to the technical field of locomotive brake control, in particular to a three-locomotive reconnection locomotive abnormal brake protection system and method.The system is applied to a plurality of locomotives and comprises an abnormal brake alarm system used for monitoring the running speed of the locomotives, the pressure of a brake cylinder and the working position of a hand brake; the timer is also used for timing abnormal braking conditions and giving an alarm; the reconnection assembly is used for enabling the locomotive to give an alarm synchronously; and the microcomputer control system comprises a control host, and when the abnormal braking condition exceeds the set limit time, the control host unloads the locomotive. According to the method, the locomotive operation parameters are monitored in real time, an alarm is given when abnormal braking occurs, if the abnormal braking state is relieved within the release time, the locomotive returns to normal, and if abnormal braking is not relieved after the release time, the locomotive is automatically unloaded to avoid safety accidents. The self-inspection of the operation state of the locomotive is realized, the processing stability of the operation state of the locomotive is improved, and the safety and reliability of the operation of the locomotive are improved.

Description

Technical Field

[0001] This invention relates to the field of locomotive braking control technology, specifically to an abnormal braking protection system and method for a three-locomotive coupled together. Background Technology

[0002] Currently, to meet the 10,000-ton traction requirement, diesel locomotives typically use a three-locomotive fixed coupling configuration to haul 105 carriages. Each carriage carries 20 tons empty and 100 tons fully loaded, operating under the condition of departing empty and returning fully loaded, hauling a total of 10,500 tons of cargo back. However, this traction method presents several problems when operating on lines with discontinuous long gradients. First, the discontinuous gradient characteristics of the lines require the locomotive to frequently and for extended periods use air brakes when descending, which not only increases the burden on the braking system but also significantly increases the risk of wheel thermal damage. Once wheel thermal damage occurs, it not only shortens the wheel's service life and increases maintenance costs but may also lead to safety accidents such as brake failure, threatening the overall operational safety of the train.

[0003] It is evident that the current braking system for coupled locomotives still has room for improvement and should be optimized to enhance the monitoring of braking conditions, implement monitoring and alarm functions for abnormal braking, and promptly resolve abnormal states to prevent wheel thermal damage and other dangerous situations. Therefore, a more reasonable technical solution is needed to address the technical problems existing in the current technology. Summary of the Invention

[0004] To address some of the problems existing in the prior art, this invention discloses an abnormal braking protection system and method for three locomotives operating in parallel. By monitoring the locomotive's driving and braking parameters in real time, the system determines whether the locomotive is in an abnormal braking state and issues an alarm when an abnormal braking state occurs. If the abnormal state is not eliminated within a set alarm period, the locomotive's microcomputer control system actively releases the abnormal braking. When multiple locomotives are operating in parallel, if any locomotive experiences abnormal braking, each locomotive will issue an alarm and wait for the abnormality to be resolved.

[0005] To achieve the above objectives, the protection system disclosed in this invention can adopt the following solution: An abnormal braking protection system for three-unit coupled locomotives, applied to several locomotives, includes: The abnormal braking alarm system includes a speed acquisition module, a pressure acquisition module, and a brake position monitoring module, used to monitor the locomotive speed, the pressure at the brake cylinder, and the working position of the handbrake; it also includes at least a time module and an alarm module, used to time abnormal braking situations and issue alarms. The multiple-connection assembly includes a multiple-connection line for connecting the alarm modules of two adjacent locomotives. When one locomotive issues an abnormal braking alarm, the connected locomotives will simultaneously issue an alarm. The microcomputer control system includes a control host. The control host is connected to the main generator excitation power supply through the excitation drive end. When the abnormal braking situation exceeds the set limit time, the control host disconnects the excitation drive end from the main generator excitation power supply to unload the locomotive.

[0006] The aforementioned abnormal braking protection system monitors the locomotive's brake cylinder pressure and handbrake status, and combines this with the locomotive's speed and travel time to determine abnormal braking conditions. When an abnormal braking condition occurs, the alarm module issues an alarm to remind the driver to take measures to eliminate the abnormal braking. At the same time, the time module keeps track of the current abnormal braking time and duration. If the abnormal braking is not released after the set time has elapsed, the locomotive is unloaded to eliminate the abnormal braking.

[0007] Furthermore, the alarm module can be constructed in various forms, and its structure is not limited to a single one. Here, we optimize and propose one feasible option: the alarm module includes an alarm host, on which at least two alarms are connected in parallel via terminal blocks. The alarm host is also connected to the locomotive power supply, speed acquisition module, pressure acquisition module, and brake position monitoring module. In this scheme, the terminal blocks on the alarm host correspond one-to-one with the alarms, meaning one terminal block corresponds to one alarm.

[0008] Furthermore, the speed acquisition module is used to collect the locomotive's speed in real time, including the locomotive's current speed and direction of travel. Specifically, the speed acquisition module can adopt a variety of composition schemes. Here, we optimize and propose one feasible option: The speed acquisition module includes a speed sensor to monitor the locomotive's current travel speed and transmit the monitoring signal to the alarm host.

[0009] Furthermore, the pressure acquisition module can adopt various schemes. Here, we optimize and propose one feasible option: The pressure acquisition module includes a pressure sensor installed at the brake cylinder to monitor the current pressure value of the brake cylinder and transmit the monitoring signal to the alarm host.

[0010] Furthermore, the brake position detection module is used to detect whether the handbrake is in the brake position. Its structure is not limited to a single one. Here, we optimize and propose one feasible option: The brake position monitoring module includes a proximity sensor to monitor the position of the handbrake and generate a brake holding status signal or a brake releasing status signal. The proximity sensor is used to transmit the brake holding status signal or the brake releasing status signal to the alarm host in real time.

[0011] Furthermore, when multiple locomotives are coupled together, it is necessary to synchronize the abnormal braking status of all locomotives to facilitate overall alarm and mitigation measures. Here, an optimization is proposed, and one feasible option is suggested: the coupling line connects the alarm control panels of adjacent locomotives. The alarm control panels of multiple locomotives are connected in series through the coupling line, and when one locomotive issues an abnormal braking alarm, the alarm signal is synchronized. Using this scheme, abnormal braking signals between adjacent locomotives are transmitted, enabling synchronized alarms between adjacent locomotives.

[0012] The above content discloses an abnormal braking system, and the present invention also discloses an abnormal braking protection method.

[0013] A method for abnormal braking protection of a three-unit coupled locomotive, employing the braking protection system described above, includes: Real-time monitoring determines the locomotive's speed, brake cylinder pressure, and handbrake operating position; When the brake cylinder pressure exceeds the set pressure value and reaches the set duration, and / or the handbrake is in the braking position, and the locomotive's speed exceeds the set value, the locomotive is judged to be in abnormal braking condition and an alarm is triggered. After generating an alarm prompt, an alarm timer is started. If the abnormal braking is released within the set limit time, the alarm is deactivated; if the abnormal braking is not released within the set limit time, the locomotive is controlled to unload.

[0014] Furthermore, in this protection method, when the brake cylinder pressure value is greater than 100 kPa and the duration is greater than or equal to 120 seconds, and the locomotive speed is greater than or equal to 5 km / h, the locomotive is judged to be in abnormal braking condition.

[0015] Furthermore, in this protection method, the alarm prompt is issued by the alarm module, and the alarm host energizes the terminal block connected to the alarm and sends out an alarm. When multiple locomotives are coupled together, multiple alarm hosts connected through the coupling assembly work simultaneously, and the terminal block connected to each alarm host sends out an alarm simultaneously.

[0016] Furthermore, if the abnormal braking is not released within the set time, the control host disconnects the excitation drive end from the main generator excitation power supply to unload the locomotive.

[0017] Compared with the prior art, some of the beneficial effects of the technical solution disclosed in this invention include: By monitoring locomotive operating parameters in real time, an alarm is triggered when abnormal braking occurs. A set release time is set; if the abnormal braking is released within this time, the locomotive returns to normal. If the abnormal braking is not released after the release time, the locomotive is automatically unloaded to prevent a safety accident. This achieves self-checking of the locomotive's operating status, improves the stability of locomotive operation status handling, and enhances the safety and reliability of locomotive operation. Attached Figure Description

[0018] 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.

[0019] Figure 1 This is a schematic diagram of the topology of an abnormal braking alarm system.

[0020] Figure 2 This is a schematic diagram of the locomotive control system topology.

[0021] Figure 3 This is a block diagram of the control logic of a microcomputer control system.

[0022] Figure 4 This is a topology diagram of three machines connected in series.

[0023] Figure 5 This is a wiring diagram for the three-machine interconnection.

[0024] Figure 6 This is a graph showing the relationship between brake cylinder pressure and locomotive speed over time during abnormal braking.

[0025] Figure 7 This is a graph showing the effect of the abnormal braking protection scheme after its implementation. Detailed Implementation

[0026] The following description, in conjunction with the accompanying drawings and specific embodiments, further illustrates this embodiment.

[0027] To address the shortcomings of existing locomotive abnormal braking handling solutions, the following embodiments are optimized and overcome the defects in the prior art.

[0028] Example This embodiment provides an abnormal braking protection system for three-locomotives operating in multiple units, which is applied to several locomotives to solve existing abnormal braking situations.

[0029] As an abnormal braking protection system disclosed in this embodiment, one of its structures includes: The abnormal braking alarm system includes a speed acquisition module, a pressure acquisition module, and a brake position monitoring module to monitor the locomotive speed, the pressure at the brake cylinder, and the working position of the handbrake; it also includes at least a time module and an alarm module to time abnormal braking situations and issue alarms.

[0030] The alarm module can be constructed in various forms, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: the alarm module includes an alarm host, on which at least two alarms are connected in parallel via terminal blocks. The alarm host is also connected to the locomotive power supply, speed acquisition module, pressure acquisition module, and brake position monitoring module. When adopting the above scheme, the terminal blocks on the alarm host correspond one-to-one with the alarms, that is, one terminal block corresponds to one alarm.

[0031] The speed acquisition module is used to collect the locomotive's speed in real time, including the locomotive's current speed and direction of travel. Specifically, the speed acquisition module can adopt a variety of composition schemes. This embodiment optimizes and adopts one feasible option: the speed acquisition module includes a speed sensor to monitor the locomotive's current travel speed and transmit the monitoring signal to the alarm host.

[0032] The pressure acquisition module can adopt various schemes. This embodiment optimizes and adopts one of the feasible options: the pressure acquisition module includes a pressure sensor installed at the brake cylinder to monitor the current pressure value of the brake cylinder and transmit the monitoring signal to the alarm host.

[0033] The brake position detection module is used to detect whether the handbrake is in the brake position. Its structure is not limited to one specific one. This embodiment optimizes and adopts one of the feasible options: the brake position monitoring module includes a proximity sensor to monitor the position of the handbrake and generate a brake holding status signal or a brake releasing status signal. The proximity sensor is used to transmit the brake holding status signal or the brake releasing status signal to the alarm host in real time.

[0034] As the abnormal braking protection system disclosed in this embodiment, its second structure includes: The multiple-connection assembly includes a multiple-connection line for connecting the alarm modules of two adjacent locomotives. When one locomotive issues an abnormal braking alarm, the connected locomotives will simultaneously issue an alarm. When multiple locomotives are coupled together, it is necessary to synchronize the abnormal braking status of all locomotives to facilitate overall alarm and mitigation measures. This embodiment optimizes this by employing one feasible option: the coupling line connects the alarm control units of adjacent locomotives. The alarm control units of multiple locomotives are connected in series via the coupling line, and the alarm signal is synchronized when one locomotive issues an abnormal braking alarm. With this scheme, abnormal braking signals between adjacent locomotives are transmitted, enabling synchronized alarms between adjacent locomotives.

[0035] As the abnormal braking protection system disclosed in this embodiment, its third structure includes: The microcomputer control system includes a control host. The control host is connected to the main generator excitation power supply through the excitation drive end. When the abnormal braking situation exceeds the set limit time, the control host disconnects the excitation drive end from the main generator excitation power supply to unload the locomotive.

[0036] The abnormal braking protection system disclosed in this embodiment monitors the brake cylinder pressure and handbrake status of the locomotive, and combines this with the locomotive's speed and travel time to determine the abnormal braking situation. When the locomotive experiences abnormal braking, the alarm module issues an alarm to remind the driver to take measures to eliminate the abnormal braking. At the same time, the time module keeps track of the current abnormal braking time and the duration. If the abnormal braking is not released after the set time is reached, the locomotive is unloaded to eliminate the abnormal braking.

[0037] According to the protection system disclosed in this embodiment, a single-machine alarm scheme and a three-machine reconnection alarm scheme are listed here.

[0038] The stand-alone alarm scheme is as follows: The single-unit alarm scheme consists of two parts: an abnormal braking alarm system and a microcomputer control system.

[0039] The abnormal braking alarm system consists of an alarm host, proximity switch sensors, pressure sensors, horn-activated electronic valves, and related wiring harnesses. See the topology diagram below. Figure 1 . Figure 1 In the process, when the locomotive is powered on, the alarm host collects the brake cylinder pressure signal, the handbrake proximity switch signal, and the locomotive speed signal, and will trigger the host alarm using the following logic: (1) When the locomotive starts, when the handbrake proximity switch signal is low level and the locomotive speed is greater than 5km / h, the alarm host will energize X2 and X3, and energize the wind horn electro-pneumatic valve to make the locomotive sound its horn.

[0040] (2) During the operation of the locomotive, when the pressure sensor transmits a pressure to the brake cylinder of the locomotive that is greater than 100 kPa and lasts for 120 seconds, and the speed of the locomotive is greater than 5 km / h, the alarm host will energize X2 and X3, energize the wind horn electro-pneumatic valve, and the locomotive will sound its horn.

[0041] Combination Figure 1 The demonstration showed that the single-unit alarm solution adopts a distributed detection and control architecture. The brake cylinder pressure sensor is installed on the brake cylinder pipeline, and the handbrake sensor is installed below the handbrake transmission rod. When the locomotive is powered on, the alarm host collects the locomotive's running speed, brake cylinder pressure, and proximity switch (mainly detecting the handbrake position) in real time; it determines whether the locomotive is braked; and based on the actual state of the locomotive, it decides whether to output I-end horn and II-end horn signals to drive the horn control valve to sound the horn.

[0042] In a standalone alarm scheme, there are two types of alarm logic: Handbrake Unreleased Start Alarm: When the locomotive just begins to move, the proximity switch is a normally closed contact. When the handbrake is not released, the brake lever is above the proximity switch, which is a normally open contact. When the proximity switch signal is normally open, it is determined that the locomotive's handbrake is not released. When the speed exceeds 5 km / h, the alarm host simultaneously outputs a 110V electrical command to energize both the I and II terminals of the horn, causing the locomotive's horn to sound. The locomotive's horn mode is "continuous horn sounding." If the alarm condition is not cleared, this mode will continue to cycle. The alarm is cleared when the locomotive stops or the handbrake is released.

[0043] Prolonged Braking Alarm: During locomotive operation, when the locomotive speed is ≥5km / h, the locomotive brake cylinder pressure is ≥100KPa and the duration is ≥120 seconds. This time can be set according to specific circumstances. The alarm host outputs a 110V electrical command to simultaneously energize the horn signals at both ends I and II, causing the locomotive horn to sound. The locomotive horn mode is "continuous horn sounding." If the alarm condition is not cleared, this mode will continue to cycle. The alarm is cleared when the locomotive stops or the brake lever is released.

[0044] The microcomputer control system consists of a microcomputer control host, driver direction signals, excitation contactors, and related wiring harnesses. The topology is shown below. Figure 2 .exist Figure 2 In the publicly available scheme, when the locomotive microcomputer control host receives the direction signal from the locomotive driver's controller and determines whether the locomotive is in the forward or backward position, and simultaneously receives the horn signals from both end I and end II, the locomotive microcomputer control host output point 101-M1 stops outputting 110V voltage, the locomotive excitation contactor disconnects due to de-energization, causing the main generator excitation power supply to lose power, the main generator power drops to 0, and the locomotive is unloaded.

[0045] Combination Figure 1 The publicly disclosed control system's control logic involves the locomotive control host acquiring the direction signal from the locomotive driver's controller. When the locomotive is traveling forward or backward, if it receives a signal from the alarm device indicating that both the locomotive's I-end and II-end horns are simultaneously energized, it determines that the locomotive is in an abnormal braking state. At this time, the microcomputer outputs an alarm signal to prompt "Abnormal braking, please ease off." If the braking is successfully eased within 60 seconds, the alarm prompt disappears, and the alarm host stops sounding. If the braking is not eased within 60 seconds, the microcomputer control host will de-energize the excitation drive signal after 60 seconds, disconnecting the excitation contactor. The excitation contactor then de-energizes the main generator exciter, reducing the main generator excitation power to 0, thus unloading the locomotive.

[0046] In the appendix Figure 3The document discloses the control logic of the microcomputer control system: When the locomotive's microcomputer control host is in the forward or backward position, and both the I-end and II-end horn signals are simultaneously valid for more than 5 seconds, the microcomputer host outputs an alarm message: "Abnormal braking alarm, please release the handbrake or brake handle." Simultaneously, a prompt appears on the microcomputer display screen. The reset condition is: both the I-end and II-end horn signals are ineffective (the handbrake or brake handle has been released) and the direction handle is set to 0 (i.e., the locomotive is not in the forward or backward position). If the alarm duration exceeds 60 seconds and the reset condition is not triggered, the locomotive is unloaded, and the buzzer on the control panel sounds an alarm. The reset condition is also: both the I-end and II-end horn signals are ineffective (the handbrake or brake handle has been released) and the direction handle is set to 0.

[0047] The above describes the single-machine alarm scheme; now, the three-machine alarm scheme will be explained.

[0048] Three locomotives operating in a single-unit configuration consist of three locomotives capable of independent alarms, connected via hard wiring. The primary function is to reconnect the horn signals of the three locomotives. See the topology diagram for the three-locomotive configuration. Figure 4 . Figure 4 As shown, when three locomotives are coupled together, along the direction of locomotive travel, the first car is the locomotive itself, the second car is the first auxiliary locomotive, and the third car is the second auxiliary locomotive. The horn signals at ends I and II are coupled together by a hard-wired coupling line between the locomotive itself and the first auxiliary locomotive, as well as between the first auxiliary locomotive and the second auxiliary locomotive. This ensures that when any locomotive sounds its horn, the horn signal can be transmitted to the other cars.

[0049] according to Figure 4 The publicly disclosed three-locomotive multiple-unit (MMU) scheme reveals the alarm principle as follows: The three locomotives in the MMU consist of the main locomotive, the first auxiliary locomotive, and the second auxiliary locomotive, operating in the same direction. When any one of the three locomotives brakes abnormally, the abnormal braking alarm host simultaneously powers on both the I and II ends of the horn signal. Because this signal triggers the MMU multiple-unit system, all three locomotives receive the horn signal simultaneously, causing all six horns on the three locomotives to sound at the same time. Simultaneously, the microcomputer systems of all three locomotives output an alarm signal stating "Abnormal braking, please release the handbrake or brake lever." If the brake is released within 60 seconds, the locomotive will no longer alarm. If the locomotive fails to release the brake or stop within 60 seconds, the locomotive's microcomputer will execute a power reduction control strategy and release air through the train pipe's air release valve to stop the locomotive.

[0050] See Figure 5 As shown, when the three vehicles are connected in series, the I-end signal of each vehicle is obtained from terminal block XT5 / 18, and the II-end signal is obtained from terminal block XT5 / 19. Both signals are triggered by the abnormal braking alarm device. When XT5 / 18 and XT5 / 19 are energized, all three vehicles will take corresponding protective actions.

[0051] Example 2 The above embodiment 1 discloses an abnormal braking system, and this embodiment also discloses an abnormal braking protection method.

[0052] A method for abnormal braking protection of a three-unit coupled locomotive, employing the braking protection system described above, includes: S01: Real-time monitoring determines the locomotive's speed, brake cylinder pressure, and handbrake operating position.

[0053] S02: When the brake cylinder pressure is greater than the set pressure value and reaches the set duration, and / or the handbrake is in the braking position, and the locomotive's speed is greater than the set value, the locomotive is judged to be in abnormal braking condition and an alarm is issued.

[0054] S03: After generating an alarm prompt, start an alarm timer. If the abnormal braking is released within the set limit time, the alarm will be deactivated; if the abnormal braking is not released within the set limit time, the locomotive will be controlled to unload.

[0055] Preferably, in this protection method, when the brake cylinder pressure value is greater than 100 kPa, the duration is greater than or equal to 120 seconds, and the locomotive speed is greater than or equal to 5 km / h, the locomotive is determined to be in abnormal braking condition.

[0056] Preferably, in this protection method, the alarm prompt is issued by the alarm module, and the alarm host energizes the terminal block connected to the alarm and sends out an alarm; when multiple locomotives are coupled together, multiple alarm hosts connected through the coupling assembly work simultaneously, and the terminal block connected to each alarm host sends out an alarm simultaneously.

[0057] Preferably, if the abnormal braking is not released within a set time, the control host disconnects the excitation drive end from the main generator excitation power supply to unload the locomotive.

[0058] According to the above embodiment, when three locomotives are running in tandem, if any locomotive brakes abnormally, all three locomotives will sound their horns simultaneously, and the alarm will be displayed on the microcomputer screen. If the driver does not take any action, the locomotive control system will unload the entire locomotive after 60 seconds, thereby effectively protecting the locomotive wheelsets and preventing wheelset damage. This effectively protects the operational safety of the locomotive.

[0059] Specific case data is provided here to illustrate the actual effects.

[0060] like Figure 6The figure shows the data for the initial abnormal braking, specifically the relationship between brake cylinder pressure and locomotive speed over time. The data indicates that during this process, the locomotive speed exceeded 5 km / h, the brake cylinder pressure consistently exceeded 120 kPa, and the locomotive underwent abnormal braking for a total of 21 minutes, covering a distance of 13.57 km. During this period, the locomotive's average speed was 41 km / h, and the average brake cylinder pressure was 268 kPa. Prolonged brake engagement causes continuous frictional heat to act on the wheels, potentially leading to wheel damage.

[0061] like Figure 7 As shown, the alarm data after the abnormal braking protection scheme was implemented is provided. It can be seen that, as in case number 27, the alarm started at 15:26:05, 120 seconds after the locomotive's abnormal braking. After the alarm, the driver performed a release operation at the 23rd second, and the alarm was cleared at 15:26:28. This prevents prolonged brake-locked operation due to driver error.

[0062] The above are the embodiments listed in this example; however, this example is not limited to the optional embodiments described above; those skilled in the art can arbitrarily combine the above methods to obtain other various embodiments; anyone can derive other various forms of embodiments under the guidance of this example. The above specific embodiments should not be construed as limiting the scope of protection of this example; the scope of protection of this example should be determined by the claims.

Claims

1. An abnormal braking protection system for a three-locomotive coupled together, applied to several locomotives, characterized in that, include: The abnormal braking alarm system includes a speed acquisition module, a pressure acquisition module, and a brake position monitoring module, used to monitor the locomotive speed, the pressure at the brake cylinder, and the working position of the handbrake; it also includes at least a time module and an alarm module, used to time abnormal braking situations and issue alarms. The multiple-connection assembly includes a multiple-connection line for connecting the alarm modules of two adjacent locomotives. When one locomotive issues an abnormal braking alarm, the connected locomotives will simultaneously issue an alarm. The microcomputer control system includes a control host. The control host is connected to the main generator excitation power supply through the excitation drive end. When the abnormal braking situation exceeds the set limit time, the control host disconnects the excitation drive end from the main generator excitation power supply to unload the locomotive.

2. The abnormal braking protection system for three-unit coupled locomotives according to claim 1, characterized in that: The alarm module includes an alarm host, on which at least two alarms are connected in parallel via terminal blocks. The alarm host is also connected to the locomotive power supply, speed acquisition module, pressure acquisition module, and brake position monitoring module.

3. The abnormal braking protection system for three-unit coupled locomotives according to claim 2, characterized in that: The speed acquisition module includes a speed sensor to monitor the current speed of the locomotive and transmit the monitoring signal to the alarm host.

4. The abnormal braking protection system for three-unit coupled locomotives according to claim 2, characterized in that: The pressure acquisition module includes a pressure sensor installed at the brake cylinder to monitor the current pressure value of the brake cylinder and transmit the monitoring signal to the alarm host.

5. The abnormal braking protection system for three-unit coupled locomotives according to claim 2, characterized in that: The brake position monitoring module includes a proximity sensor to monitor the position of the handbrake and generate a brake holding status signal or a brake release status signal. The proximity sensor transmits the brake holding status signal or the brake release status signal to the alarm host in real time.

6. The abnormal braking protection system for three-unit coupled locomotives according to claim 2, characterized in that: The aforementioned multiple-connection line connects the alarm control panels of adjacent locomotives. The alarm control panels of multiple locomotives are connected in series through the multiple-connection line and simultaneously send alarm signals when one of the locomotives issues an abnormal braking alarm.

7. A method for abnormal braking protection of a three-unit coupled locomotive, employing the braking protection system as described in any one of claims 1 to 6, characterized in that, include: Real-time monitoring determines the locomotive's speed, brake cylinder pressure, and handbrake operating position; When the brake cylinder pressure exceeds the set pressure value and reaches the set duration, and / or the handbrake is in the braking position, and the locomotive's speed exceeds the set value, the locomotive is judged to be in abnormal braking condition and an alarm is triggered. After generating an alarm prompt, an alarm timer is started. If the abnormal braking is released within the set limit time, the alarm is deactivated. If the abnormal braking is not released within the set time limit, the locomotive will be unloaded.

8. The abnormal braking protection method for three-unit coupled locomotives according to claim 7, characterized in that: If the brake cylinder pressure is greater than 100 kPa and the duration is greater than or equal to 120 seconds, and the locomotive speed is greater than or equal to 5 km / h, then the locomotive is judged to be in abnormal braking condition.

9. The abnormal braking protection method for three-unit coupled locomotives according to claim 7, characterized in that: The alarm is issued by the alarm module. The alarm host energizes the terminal block connected to the alarm and sends out an alarm. When multiple locomotives are coupled together, multiple alarm hosts connected through the coupling component work simultaneously, and the terminal block connected to each alarm host sends out an alarm at the same time.

10. The abnormal braking protection method for three-unit coupled locomotives according to claim 7, characterized in that: If the abnormal braking is not released within the set time, the control host will disconnect the excitation drive end from the main generator excitation power supply to unload the locomotive.

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