Braking and control method, train tail state and integrity detection method, equipment bearing method and equipment

Abstract

According to the braking and control, train tail state and integrity detection and equipment bearing method, a complete train tail braking system, a positioning and speed measuring device, train tail state detection equipment and external communication equipment are installed on an equipment bearing platform which is provided with a power supply device and is coupled to a train at the tail of a train, and the equipment can be arranged in a redundant mode; reliable and safe operation of the train is guaranteed, a method and equipment for the train tail equipment bearing platform to enter and leave the rail are provided, and transportation benefits are improved.

Description

Technical Field

[0001] This invention belongs to the field of rail transit, specifically relating to methods and equipment for rail train braking, braking control, train status detection and train integrity detection, and a tail-end equipment carrying platform. Background Technology

[0002] With social development and progress, logistics and transportation are becoming increasingly busy, requiring rail trains to operate at higher speeds and with shorter intervals. The demand for heavy-haul trains (carrying over 10,000 tons of cargo per train) is also growing. To ensure the safety of rail transit operations, there is an urgent need for a braking system adapted to modern rail transit, a method and equipment for fully collecting and real-time monitoring of the train's critical operating conditions and tail-end status, and a platform for the installation and operation of tail-end devices.

[0003] The current status of rail train braking control and testing, as well as train integrity testing, has the following problems: 1) The increased length of trains, especially heavy-haul trains which generally have more than 100 cars, results in slow transmission of air braking force through air waves. This leads to a long delay between the braking command output by the locomotive and the braking execution of the entire train. In particular, the longitudinal impact of the train is large during traction-to-braking transitions, which can easily cause safety accidents such as coupler breakage and decoupling, affecting train operation safety and efficiency.

[0004] 2) The increased length of trains, especially heavy-haul trains which typically have more than 100 cars, leads to longer train pipe charging time and longer intervals between braking and traction. This results in greater longitudinal impact during braking and traction switching, which can easily cause safety accidents such as broken or disengaged couplers, affecting train safety and efficiency.

[0005] 3) The air pressure value of the train tube is an important monitoring value of the train operation safety system, especially for heavy-haul trains. However, the train does not provide a power supply or it is difficult to provide a power supply equipment. In addition, it is difficult to provide a space for the equipment to be fixed, which makes it difficult to detect the air pressure at the tail of the train tube.

[0006] 4) When the locomotive braking system fails, there is no backup braking system in operation, causing the train to be unable to operate normally or to operate at low speed, which seriously affects the efficiency of railway operation.

[0007] 5) It is difficult to determine the integrity of a train during operation, which seriously affects the safety of train operation.

[0008] According to patent searches, the following patents are mainly related to this invention: 1. Chinese invention patent application number "201410668496.X", application date "2014.11.20", publication number "CN104325971A", publication date "2015.02.04", titled "A Control Method and System for Wired Electro-pneumatic Braking", applicant "CRRC Zhuzhou Electric Locomotive Co., Ltd.", discloses a control method and system for wired electro-pneumatic braking. When the ECP system is in operating mode, after performing diagnostic tests on the ECP system, the braking control command is converted into a brake cylinder pressure value through braking percentage and then sent. Fault diagnosis is performed on the ECP system at fixed intervals; if a fault is found, fault handling information is sent. This solution, through obtaining the brake cylinder pressure value and diagnosing and handling faults, achieves safe and effective control of different modes of direct-drive braking control technology, enabling the safe and effective operation of the ECP system and improving the safety of ECP system operation.

[0009] 2. Chinese invention patent application number “201610076888.6”, application date “2016.02.03”, publication number “CN105539495B”, publication date “2018.02.23”, entitled “A control method and device for switching between wired electric air braking and electro-pneumatic braking”, with CRRC Zhuzhou Electric Locomotive Co., Ltd. as the applicant, discloses a control method and device for switching between wired electric air braking and electro-pneumatic braking. When a switching request is received to switch the train's braking system between a wired electric air braking system and an electro-pneumatic braking system, braking force is first applied to the train and maintained during the switching process. This ensures the stability of braking control during the switching between the wired electric air braking system and the electro-pneumatic braking system, and achieves a safe transition between the two systems.

[0010] 3. Chinese invention patent application number "201610076346.9", application date "2016.02.03", publication number "CN105539456B", publication date "2017.12.19", titled "Vehicle Positioning Method and System Based on Wired Electronic Air Brake ECP System", applicant "CRRC Zhuzhou Electric Locomotive Co., Ltd.", discloses a vehicle positioning method and system based on a wired electronic air brake ECP system. This method involves connecting all vehicles to be positioned in a freight car group to the ECP system one by one in a random access order, and then connecting any vehicle to be positioned... When a vehicle enters the ECP system, it is determined whether a current pulse is detected. If a current pulse is detected, the current pulse count of the vehicle currently entering the ECP system is incremented by one, based on the current pulse count of the previous vehicle entering the ECP system. If no current pulse is detected, the current pulse count of the vehicle currently entering the ECP system is set to be the same as the current pulse count of the previous vehicle entering the ECP system. After all vehicles to be located have entered the ECP system, all vehicles to be located can be accurately located based on the number of vehicles to be located and the current pulse count of each vehicle.

[0011] 4. Chinese invention patent application number "201410668499.3", application date "2014.11.20", publication number "CN104494588A", publication date "——", title "A method and system for generating control commands for wired electric air brakes", applicant "CNR Zhuzhou Electric Locomotive Co., Ltd". This invention discloses a method and system for generating control commands for wired electric air brakes. By determining the position of the brake handle of a traditional electric motor in the control area, and further determining when the brake handle is in the braking zone of the control area, different braking commands are generated according to the different positions of the brake handle in the braking zone. This solution is based on the brake controller of a traditional electric air brake system. It can generate braking commands for the ECP braking system without adding an additional control device, avoiding the inconvenience to the driver caused by adding an additional control device, improving operational safety, and saving space in the driver's cab.

[0012] 5. Chinese invention patent application number "201910544615.3", application date "2019.06.21", publication number "CN110316227A", publication date "2019.10.11", titled "Method and Device for Identifying the Operating Status of Heavy-Duty Trains", with Beijing Jiaotong University as the applicant, discloses a method and device for identifying the operating status of heavy-duty trains. The method includes: acquiring vibration information of the track when the train is running on the track; acquiring an operating signal diagram generated by the train when running on the track based on the vibration information; and identifying the operating status information of the train based on the operating signal diagram and / or the vibration information. Through the technical solution of this invention, the operating status information of the train can be automatically identified, thereby accurately identifying information such as the train's length, position, direction of travel, speed, and load.

[0013] 6. Chinese invention patent application number "201710359517.3", application date "2017.05.19", publication number "CN107310591A", publication date "2017.11.03", titled "Train Integrity Detection Method, Device, and System", with applicant "China Shenhua Energy Co., Ltd.", relates to the field of track signaling technology and discloses a train integrity detection method, device, and system. The method includes: acquiring train positioning data and tail-end air pressure data; and determining whether the train is intact based on the train positioning data and the tail-end air pressure data. This invention can accurately and effectively determine whether a train is intact based on real-time acquired train positioning data and tail-end air pressure data, thereby improving the operating efficiency and safety of freight trains while effectively reducing the workload of drivers and conductors, in line with the development trend of heavy-load and high-density freight railways.

[0014] 7. Chinese invention patent application number "201510356905.7", application date "2015.06.25", publication number "CN104925090A", publication date "2015.09.23", titled "A Method for Detecting Train Integrity", applicant "Zhuzhou CNR Times Electric Co., Ltd.", discloses a method for detecting train integrity, belonging to the field of train technology, to solve the technical problems of low accuracy and susceptibility to train interface status in existing train integrity detection methods. The measurement method includes: a first onboard device acquiring information from the last reference transponder group; the first onboard device calculating a first position based on the acquired information, combined with an acquired first operating speed and a preset train route, wherein the first operating speed is the train operating speed acquired by the first onboard device, and the first position is the current position of the first onboard device; the first onboard device acquiring a second position from a second onboard device, wherein the second position is the current position of the second onboard device; and the first onboard device determining whether the train is intact based on the preset train route and train length, according to the first and second positions.

[0015] The aforementioned patents cannot meet the braking system requirements of modern rail transit, or can not collect important train operation status, or can not meet the requirements for real-time detection of train integrity. Summary of the Invention

[0016] The technical problem to be solved by the present invention is to address the deficiencies in the existing technology by proposing a method and equipment for rail train braking and braking control, key state detection at the tail of the train and real-time detection of train integrity, and a tail-of-train equipment carrying platform.

[0017] To address the aforementioned problems and the shortcomings of existing solutions, this invention proposes a fully equipped equipment carrying platform with a power supply device attached to the rear of a train. This platform includes a complete tail braking system, a positioning and speed measuring device, a tail status detection device, and external communication equipment. The equipment can be redundantly configured to ensure reliable and safe train operation. The invention also provides a method and equipment for the tail equipment carrying platform to enter and leave the track, thereby improving transportation efficiency.

[0018] Furthermore, the tail braking system comprises a tail brake machine, an air supply system, and other components, forming a complete train braking and closed-loop control system. By connecting to the tail hose of the train pipe, the train pipe pressure is regulated to achieve train braking control. The air supply system may consist of an air compressor, a high-pressure safety valve, an air drying and purification device, a stop valve, an air storage cylinder, a drain stop valve, a check valve, a pressure regulating valve, and connecting pipelines, etc., used for compressed air generation, air supply protection, drying and purification, pressure control, and storage. The tail brake machine consists of a tail brake control unit, various electro-pneumatic valves, an emergency vent valve, an angle stop valve, a balancing air cylinder, a relay valve, and an air pressure and air flow detection unit, etc.

[0019] Furthermore, the tail brake control unit can collect air flow information by controlling the switches of each electro-pneumatic valve and collecting the pressure of the pressurized air pipeline, and can adjust the pressure of the equalizing air cylinder in a closed loop to precisely adjust the air pressure in the train pipe, thereby achieving independent or auxiliary control of the train braking output; and implement emergency braking of the train by controlling the emergency vent valve.

[0020] Furthermore, the tail braking system can simplify the equalizing air cylinder, relay valve, etc. It can collect the tail train pipe pressure and then achieve closed-loop regulation of the train pipe pressure by controlling the exhaust solenoid valve and the relief solenoid valve, thereby realizing the train braking output; the emergency braking output of the train can be realized by controlling the emergency venting valve or by the exhaust solenoid valve; the default state of the solenoid valve is closed to ensure that the tail braking system bypasses when the tail braking control unit fails.

[0021] Furthermore, the tail braking system can be bypassed via angle cocks or cocks.

[0022] Furthermore, the tail-end equipment carrying platform implements parking braking via handbrake.

[0023] Furthermore, the air circuit of the tail braking system is connected to the tail brake pipe of the train's tail vehicle, enabling precise control of the train pipe's exhaust, charging, and pressure maintenance. This allows for the application of braking, brake release, and pressure maintenance of the entire train, as well as emergency exhaust of the train pipe.

[0024] Furthermore, the equipment platform provides power, wireless communication functions, and installation space for the tail braking system, and provides the installation and working conditions for sensing units (such as satellite positioning, speed sensors, acceleration sensors, etc.) and tail train operation control equipment such as transponder transceivers.

[0025] Furthermore, the locomotive control equipment, such as CCU or BCU, or the train control on-board equipment ATP, LKJ, or ATO, interacts with the tail brake control unit via wireless communication to exchange commands and status. The locomotive control equipment or train control on-board equipment can achieve full train status monitoring and coordinated optimization control of the entire train braking system (including the locomotive braking system, the coupled locomotive braking system, and the tail brake system).

[0026] Furthermore, the locomotive control equipment or train control onboard equipment, the tail braking system, and the multiple-unit locomotive braking system can be grouped and degrouped via wireless communication, and can also be grouped and degrouped via vehicle-to-ground communication through transponders. The locomotive control equipment or train control onboard equipment, the tail braking system, and the multiple-unit locomotive braking system can be synchronized in time via wireless communication.

[0027] Furthermore, the locomotive's related equipment is used to obtain the train's tailpipe pressure, positioning, and motion status information. Through certain logic and algorithms, the train's integrity and braking status are determined, and corresponding actions are taken to control the train's operation and ensure its safety.

[0028] Furthermore, the train tail wireless communication equipment and the locomotive control equipment exchange commands and status information via wireless communication; the ground control equipment can obtain the train tail status information and commands through wireless communication, or realize two-way communication and exchange of train tail status and commands between the train tail equipment and the ground control equipment through transponder transceivers installed on the train tail equipment carrier platform.

[0029] Furthermore, the tail brake control unit can collect information on the air pressure, air pressure change, air flow, and pressure information of key parts of the tail air pipeline. It can also obtain the status and air pressure information of each device within the tail equipment carrying platform. By acquiring information such as tail speed and acceleration and satellite positioning information, it can calculate the tail positioning information and tail movement status. Based on the braking command, train pipe pressure, and the status of related tail equipment, the tail brake control unit can coordinate with the locomotive braking system or independently perform air charging, air venting, and pressure holding operations on the train pipe, thereby implementing the braking, brake release, pressure holding, and emergency braking functions of the entire train.

[0030] Furthermore, the tail equipment carrying platform or tail braking control unit has a recording function, which can record equipment status and operating data.

[0031] Furthermore, locomotive control equipment or train control onboard equipment can wirelessly query train tailpipe pressure, tailpipe running status and position, and tailpipe equipment status. Ground control equipment, such as dispatching and train control ground equipment, can also wirelessly query train tailpipe pressure, tailpipe running status and position, and equipment status. Ground portable devices can wirelessly view the tailpipe status and operate the tailpipe equipment. Ground control equipment can receive downlink data from the tailpipe transceiver transceiver to obtain tailpipe status information. Locomotive-related equipment can obtain tailpipe status information, such as train tailpipe pressure, tailpipe movement status, positioning, and tailpipe equipment status, through the ground transceiver query device or transceiver transceiver transceiver. This enables train integrity checks and tailpipe status monitoring.

[0032] Furthermore, the tail-end status can be used to control locomotive status redundancy. When there is a fault in the locomotive speed acquisition, the tail-end speed information can be used to improve the reliability of train operation control.

[0033] Furthermore, the locomotive control equipment or train control onboard equipment can conduct train connection tests and braking system tests via wireless communication; the locomotive control equipment or train control onboard equipment can query the train tail pipe pressure information through the tail transceiver transceiver device, thereby confirming the tail braking status of the connection test initiated by the locomotive control equipment or train control onboard equipment, and thus completing the connection test.

[0034] Furthermore, the tail status information can be integrated into the locomotive control equipment for display, such as through the ATP or LKJ display screen, or through the locomotive control display screen; the locomotive control equipment or train control onboard equipment analyzes the tail status and provides prompts or alarms for out-of-range and abnormal conditions according to the degree of harm.

[0035] Furthermore, by using locomotive control equipment or train control onboard equipment to obtain information such as tail brake pipe pressure, tail movement status and positioning, and tail equipment status via wireless communication, train integrity can be assessed and tail equipment faults can be handled.

[0036] Furthermore, the tail braking control unit can adopt a safety redundancy architecture to ensure that the tail braking system is bypassed in case of tail communication failure or tail braking system failure; the actuation of the electro-pneumatic valve or solenoid valve can be pulse driven to ensure fault-oriented safe state.

[0037] Furthermore, the tail equipment carrying platform (refer to patent CN202110159519.4) can adopt the existing two-axle bogie structure, connected to the tail of the train via a coupler, and follow the train's operation. By optimizing the lateral and longitudinal vibration damping devices and adding anti-snake-like movement devices, the operational stability of the tail equipment carrying platform can be improved, meeting the speed and stability requirements of heavy-haul freight trains. Alternatively, the tail equipment carrying platform can adopt a two-axle bogie structure with a redesigned structure. By adding vibration damping devices and anti-snake-like movement devices, the stable operating speed can be higher, but the curve radius will be slightly increased, making it suitable for large-scale freight trains. Based on the above bogies, independently rotating wheels can be further adopted to further improve high-speed stability and meet the high-speed and stable operation requirements of the tail equipment carrying platform for trains with locomotive and rolling stock coupling.

[0038] Furthermore, the tail-end equipment carrying platform can be self-powered, such as a drive motor, enabling it to move forward and backward along the track. The use of independent wheels allows for easy self-driving operation using hub motors and power generation while following the train. Energy storage units and voltage stabilization equipment are configured to store and stabilize the power supply. Furthermore, the tail equipment carrying platform has a certain load-bearing capacity, providing installation space for the tail equipment, which includes track and surrounding environment status monitoring, track-line equipment status monitoring, track-line facility status monitoring, air braking equipment, signaling equipment, communication equipment, power generation and storage equipment, speed and distance measuring equipment, etc.

[0039] Furthermore, the tail equipment carrying platform can enter and leave the track through the coordinated control of its multiple horizontally extendable, horizontally rotatable, and vertically extendable outriggers. The equipment control can be achieved through ground remote control. The tail equipment carrying platform can support hoisting operations. Hoisting equipment can be configured on a rescue locomotive to move the tail equipment carrying platform, or it can be moved and transported by a hoisting vehicle, thereby achieving convenient and quick entry and exit from the track.

[0040] The beneficial effects of this invention are: 1) Supports precise air filling, air exhaust and pressure holding operations of the train's air ducts, and can work in conjunction with the operating locomotive braking system and the multiple-unit locomotive braking system (if present); it can also serve as a redundancy for the operating locomotive braking system, and perform train braking control after the operating locomotive braking system fails, maintain train operation, and improve braking availability and reliability.

[0041] 2) The transmission rate of electromagnetic waves for braking signals is much greater than that of air waves. The locomotive can coordinate and control the braking system of the locomotive, the braking system of the coupled locomotive (if wireless coupling is configured, wired communication is used if centralized coupling is used), and the braking system of the tail of the train through wireless communication. This greatly reduces the braking and release response time and execution time of the entire train, and improves the safety and efficiency of train operation.

[0042] 3) Based on the operating line and equipment status, the operating locomotive coordinates the braking, pressure holding and release timing and logic relationships of the operating locomotive, coupled locomotive and the tail braking system, optimizes the braking effect, balances the braking force of each vehicle, reduces the longitudinal impact of the train and reduces operating costs.

[0043] 4) When any car in the train experiences a braking failure, the corresponding angle valve can be closed to bypass the car. The air pipe pressure in front of the car with the failure is controlled by the locomotive, and the air pipe pressure in the cars behind the car with the failure is controlled by the tail braking system to maintain the operation of the train and improve braking availability.

[0044] 5) The locomotive operator can obtain the train tailpipe pressure and flow, train tail positioning and movement status, and equipment status in real time through wireless communication, so as to carry out precise and rapid closed-loop control of train braking to improve braking effect. It can also be used for train integrity monitoring to improve transportation safety, and can also be used for train operation control devices.

[0045] 6) It can be used as a standalone rescue device, attached to the end of the train, connected to the tailpipe, to rescue trains with brake failure, maintain vehicle operation, and improve transportation efficiency.

[0046] 7) The tail brake control unit can monitor its own status and handle faults, such as in the bypass tail brake system, where the train braking is controlled only by the locomotive; the tail brake control unit can combine tail positioning information, motion status information and tail pipe pressure to determine the integrity status of the train and take corresponding actions.

[0047] 8) No modification to the motor or vehicle body structure is required, resulting in low cost and high returns. Attached Figure Description

[0048] Figure 1 This is a schematic diagram of the entire train braking system. Figure 2 This is a schematic diagram of the entire train's braking control system. Figure 3 This is a schematic diagram of the control and structure of the tail braking system. Figure 4 This is a simplified structural diagram of the tail braking system control. Figure 5 A schematic diagram of the structural design for the tail-end equipment carrying platform to quickly enter and exit the track.

[0049] In the diagram: 1—Train tail equipment support platform, 11—Train tail communication equipment, 12—Train tail power supply equipment, 13—Train tail sensing module, 14—Train tail equipment, 15—Train tail transponder transceiver device, 151—BTM main unit, 152—Antenna unit, 16—Extendable horizontally rotating support arm, 161—Vertically telescopic support leg, 162—Horizontal telescopic arm, 163—Rotating locking mechanism, 164—Horizontal rotating mechanism, 17—Retractable support arm, 18—Lifting ring, 2—Locomotive control, 21—Train head communication equipment, 22—Car control equipment, 23—Locomotive braking system, 3—Ground equipment, 4—Train tail braking system, 41—Train tail brake machine, 411—Train tail brake control unit, 42—Air supply system. Detailed Implementation

[0050] The present invention will be further described below with reference to specific embodiments and accompanying drawings: This invention is by Figures 1 to 4As shown in the diagram, a complete braking system 4 is configured at the rear of the train structure, including a tail brake 41 and a tail air supply system 42. The tail brake system 4 is connected to the tail pipe of the train brake pipe to realize the charging and discharging of air in the train pipe, that is, to implement braking and release. The locomotive control equipment 22, such as CCU or BCU, or the train control on-board equipment, such as ATO, coordinates with the locomotive braking system 23, the braking system of the coupled locomotives, and the tail brake system 4 to improve the braking effect and reduce the longitudinal impact of the train during braking and release.

[0051] The tail braking system 4 can serve as a redundancy for the locomotive braking system 23, or as a rescue device for locomotive braking failure. When the locomotive braking system 23 fails, it can brake and release the train, implement emergency braking, and maintain train operation.

[0052] The locomotive is equipped with communication equipment 21 for wireless communication with the equipment at the end of the train and the locomotives in wireless coupling. The locomotive controls the coupled locomotives in a coordinated manner, including wired coupling and wireless coupling methods, in accordance with existing technologies. The locomotive-related equipment communicates wirelessly with the equipment at the end of the train and the coupled locomotives in the same workshop, in accordance with existing technologies.

[0053] The tail air supply system 42 consists of an air compressor, a high-pressure safety valve, an air drying and purification device, a plug valve, an air storage cylinder, a drain plug valve, a check valve, a flow limiting valve, a pressure regulating valve, and connecting pipelines. It is used for the generation of compressed air, air supply protection, drying and purification treatment, pressure control, and storage. The constant pressure can be set according to the type of train, such as 500 kPa or 600 kPa.

[0054] The tail brake 41 is a closed-loop control system consisting of a tail brake control unit 411, various electro-pneumatic valves, an emergency vent valve, a bend valve, a balancing air cylinder, a relay valve, and an air pressure and air flow detection unit. The tail brake 41 can simplify the balancing air cylinder, collect the pressure of the tail pipe of the train brake pipe, and achieve closed-loop braking control by controlling the relief electro-pneumatic valve and the exhaust electro-pneumatic valve.

[0055] The air circuit of the tail brake system 4 is connected to the tail brake pipe of the train, realizing the exhaust, charging and pressure control of the entire train's air pipe.

[0056] The tail equipment carrying platform 1 provides the tail braking system 4 with installation and fixing space, power supply, and the necessary working status. The tail communication equipment 11 provides wireless communication between the tail equipment and the locomotive-related equipment and ground equipment for exchanging data, commands and status. The tail power supply equipment 12 may include power generation equipment, energy storage equipment and voltage stabilization equipment to provide the stable, continuous and reliable power supply required by each tail equipment. The tail sensing module 13 collects tail status such as speed, acceleration, positioning and provides these statuses to other tail equipment.

[0057] The locomotive control equipment 22 communicates with the train tail communication equipment 11 via the locomotive communication equipment 21 to exchange data, status and commands, and obtains the train tail braking status, equipment status, positioning and motion status. The locomotive control equipment 22 can realize the status monitoring of the entire train. The locomotive control equipment 22 can generate train tail braking commands and send them to the train tail braking control unit 411 according to the running line status, working scenario and train status, so as to quickly and accurately optimize the braking, release and pressure maintenance operations of the entire train.

[0058] The locomotive control equipment 22, the multiple-unit locomotives, and the tail braking system can support through-testing.

[0059] The locomotive braking system 23 can use the existing locomotive braking system.

[0060] The locomotive control equipment 22 acquires the braking status, equipment status, positioning and motion information of the train tail, and combines it with the train's own status. Through logic and algorithms, it monitors the train's integrity status and braking fault status, and then performs fault response processing and train operation control.

[0061] Ground equipment 3 can obtain the status information of the tail braking system, the information of the sensing module 13, and the equipment status information of the equipment carrier platform 1 through wireless communication, so as to monitor and record the status of the tail equipment.

[0062] The locomotive control equipment 22 optimizes the braking operation of the entire train. It coordinates the braking timing and logic of the locomotive 2, the coupled locomotives and the tail braking system 4 through communication, thereby reducing the braking response time, braking action time and braking release time of the entire train, balancing the braking force of each vehicle, reducing longitudinal impact between vehicles, and improving transportation safety and efficiency.

[0063] The tail braking system 4 communicates and interacts with the control machine communication device 21 through the tail communication device 11 to obtain braking and braking quantity commands, or air release commands, or pressure holding commands, or emergency braking commands, etc. It works with the locomotive control device 22 to implement or independently implement the braking control of the tail pipe of the train, that is, to realize the functions of applying braking, braking release and pressure holding of the whole train, and also to realize the emergency ventilation function of the train air pipe.

[0064] The tail brake control unit 411 collects the pressure and flow of the tail pipe of the train and can obtain the status of each device in the tail equipment carrier platform 1. The tail equipment carrier platform 1 obtains information such as tail speed, acceleration and positioning through the tail sensing module 13 to calculate the tail motion status and satellite positioning information. The tail equipment carrier platform 1 can independently judge the integrity of the train and handle faults.

[0065] The tail brake system 4 can serve as a redundancy for the locomotive brake system 23. When the locomotive brake system 23 fails, the tail brake system 4 can be used to charge and exhaust air from the train pipes to maintain train operation. Alternatively, if any car in the train has a faulty air pipe, the corresponding angle valve can be closed to bypass the car. The air pipe pressure in front of the faulty car is controlled by the locomotive, and the air pipe pressure in the cars behind the faulty car is controlled by the tail brake system 4 to maintain train operation.

[0066] The tail braking system 4 can be used as a standalone rescue device. When the locomotive braking system 23 fails, it can be attached to the rear of the train and control the charging and de-charging of the train pipes to achieve train rescue operation. When used only as a braking rescue device, it can be attached to the rear of the train or the front of the locomotive. By connecting the brake pipes and controlling the charging and de-charging of the brake pipes, it can achieve the functions of braking, releasing, and emergency braking to maintain train operation.

[0067] The tail equipment carrier platform 1 can be configured with transponder transceiver devices, including transceiver antennas. By deploying two-way communication transponders and two-way communication LEUs on the ground, it can indirectly realize two-way data interaction between the locomotive control equipment 22 and the tail equipment and the coupled locomotive control equipment. The tail can send out information such as the train tube tail pressure and positioning information. The locomotive control equipment 22 can obtain the tail brake tube tail pressure and tail positioning information through the uplink transponder data. It can be used by the locomotive control equipment 22 to perform train integrity checks and confirm the continuity test implemented by the locomotive control equipment.

[0068] The tail equipment carrier platform 1 has status and operation data recording functions, supports wireless or wired data transfer, and can indicate the status of tail equipment and tail status through its own display device such as a display screen.

[0069] The status information at the end of the train can be integrated into the relevant equipment for operating the locomotive for display, such as through the display screen of the ATP or LKJ, or through the display screen of the operating locomotive; the relevant equipment for operating the locomotive analyzes the status at the end of the train and provides prompts or alarms for out-of-range and abnormal conditions according to the degree of harm.

[0070] The tail equipment carrying platform 1 can adopt the existing two-axle bogie structure, which is connected to the tail of the train and runs with the train via a coupler. By optimizing the lateral and longitudinal vibration damping devices and adding anti-snake-like movement devices, the operating stability of the tail equipment carrying platform can be improved, which can meet the speed and stability requirements of heavy-haul freight trains. The tail equipment carrying platform can adopt a two-axle bogie structure with a redesigned structure. By adding vibration damping devices and anti-snake-like movement devices, the stable operating speed can be higher, but the curve radius is slightly increased, which is suitable for large-scale freight trains. Based on the above bogies, independent rotating wheels can be further adopted to further improve high-speed stability and meet the high-speed stable operation requirements of the tail of the train in the locomotive and rolling stock mode.

[0071] The tail equipment carrier platform 1 can be self-powered, such as a drive motor, and can move forward and backward on the track. The tail equipment carrier platform 1 can use independent wheels, which can be easily driven by hub motors and attached to the tail of the train to follow the train and generate electricity. The power supply can be stabilized by configuring energy storage equipment and voltage stabilization equipment.

[0072] The tail equipment carrying platform 1 has a certain load-bearing capacity and provides installation space for the tail equipment, which includes the condition monitoring of the track and surrounding environment, the condition monitoring of equipment along the track, the condition monitoring of facilities along the track, air braking equipment, signaling equipment, communication equipment, power generation and energy storage equipment, speed measuring and distance measuring equipment, etc.

[0073] The tail equipment carrier platform 1 can enter and leave the track through the coordinated control of its multiple horizontally extendable, horizontally rotatable, and vertically extendable outriggers. The control method can be realized through ground remote control. The tail equipment carrier platform 1 can support hoisting operations. Hoisting equipment can be configured on a rescue locomotive to move the tail equipment carrier platform. The tail equipment carrier platform 1 can also be moved and transported by hoisting vehicles, thereby realizing convenient and quick entry and exit from the track.

[0074] In summary, the beneficial effects of this invention are as follows: by installing a train tail braking system, detection equipment, communication equipment, etc. on the equipment carrying platform attached to the rear of the train, the entire train braking redundancy is achieved, braking performance is optimized, and key status collection at the rear of the train is provided to realize real-time inspection of train integrity, reduce operating costs, and provide methods and equipment for the train tail equipment carrying platform to enter and leave the track, thereby improving transportation efficiency and ensuring train operation safety.

[0075] The above embodiments are for illustrative purposes only and are not intended to limit the invention. Those skilled in the art can make various changes or modifications without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the invention, which should be defined by the claims.

Claims

1. A method and equipment for train braking and control, and for detecting the condition of the tail of the train, characterized in that: The tail equipment carrier platform is attached to the rear of the train and operates in conjunction with the train. The tail equipment carrier platform is equipped with a complete braking system, including an air supply system and a tail brake. The air circuit for tail braking control is connected to the tail tube of the train's rear vehicle. The tail status can be collected through air pressure and air flow sensors, as well as speed and positioning sensors. The locomotive control equipment and the tail equipment carrier platform interact in real time via wireless communication to exchange status and commands. The locomotive control equipment obtains the tail status and combines it with track data, train speed, and train status to coordinate the control of the locomotive braking system, the coupled locomotive braking system, and the tail braking system. The coupled locomotive is determined according to the train composition. The tail braking control unit controls the charging, discharging, and pressure holding of the tail tube in a closed loop according to the tail braking command and tail status. This achieves precise braking, pressure holding, release, and through-test and braking test functions for the train, enabling the train's emergency braking function.

2. The train braking and control method and equipment, and the train tail status detection method and equipment according to claim 1, are characterized in that: The components of the tail braking system and the platform supporting the tail equipment are as follows: The tail air supply system can be composed of an air compressor, a high-pressure safety valve, an air drying and purification device, a plug valve, an air storage cylinder, a drain plug valve, a check valve, a pressure regulating valve, and connecting pipelines, etc. It is used for compressed air generation, air source protection, drying and purification treatment, pressure control, and compressed air storage. The tail braking system can be manually set to a constant pressure of 500 kPa or 600 kPa, or the constant pressure can be automatically set by the tail braking control unit through wireless communication to obtain the constant pressure value from the locomotive. The tail brake can be composed of a tail brake control unit, various electro-pneumatic valves, emergency air release valves, angle plugs, equalizing air cylinders, relay valves, air pressure and air flow detection sensors, etc. Alternatively, the tail brake may not include equalizing air cylinders and relay valves, and may be directly controlled by a solenoid valve in a closed loop to control the charging, venting and pressure holding of the tail pipe of the train. The tail equipment carrier platform integrates communication equipment 11 for wireless communication with external devices, including locomotive control equipment, ground equipment, and portable ground equipment. Alternatively, the tail equipment carrier platform can be equipped with transponder transceivers to enable bidirectional communication between tail-related equipment and ground control equipment to exchange tail status, thereby indirectly enabling locomotive control equipment or train control onboard equipment to obtain tail status. The tail equipment carrying platform integrates power supply equipment 12, including power generation, energy storage and voltage stabilization devices, which are used to provide power to each device on the tail equipment carrying platform. The power generation device can be a hub motor. The tail equipment carrier platform integrates a sensing module 13, which can be configured with various sensing devices and satellite modules to collect tail speed, acceleration, positioning information, etc. The status of internal equipment of the tail equipment carrier platform is obtained through internal communication, and the braking-related status is obtained by the tail braking control unit through pressure sensors, flow sensors, etc.

3. The train braking and control method and equipment, and the train tail status detection method and equipment according to claim 1, are characterized in that: The tail status can include the tail pipe pressure and the calculated pressure change information, the tail pipe filling and venting air flow, the pressure and air flow information of key parts of the tail pressure air pipeline, the tail speed and acceleration, the tail position information, and the status of each piece of equipment at the tail. Braking commands include braking, release, pressure reduction, pressure holding, and combinations thereof to achieve through-tests and brake test commands, emergency braking, etc. The tail braking command can come from the locomotive control equipment, train control onboard equipment, or ground portable control equipment.

4. The train braking and control method and equipment, and the train tail status detection method and equipment according to claim 1, are characterized in that: The locomotive control equipment or train control onboard equipment can coordinate the control of the locomotive braking system, the multiple-unit locomotive braking system, and the train tail braking system based on the train tail status, train status, and track data. This optimizes the braking sequence and logic, reduces the braking and release response time and execution time of the entire train, and balances vehicle braking force to reduce longitudinal impact between vehicles. The tail-end braking control unit, based on the tail-end braking command, collects the tail-end status such as the train pipe air pressure and controls the opening and closing loop of each electro-pneumatic valve to adjust the equalizing air cylinder pressure, thereby precisely regulating the train pipe air pressure. This allows it to independently or in conjunction with the locomotive braking system control the train's braking, pressure maintenance, and release. Emergency braking is implemented by controlling the emergency vent valve. The tail-end braking system can simplify the equalizing air cylinder and relay valve. The tail-end braking control unit, based on the tail-end braking command, collects the tail-end status such as the train pipe pressure and directly controls the exhaust solenoid valve and the release solenoid valve to achieve closed-loop regulation of the train pipe pressure, thereby achieving the train's braking, pressure maintenance, and release. Emergency braking output is achieved by controlling the emergency vent valve or through the exhaust solenoid valve. The electro-pneumatic valve or solenoid valve is closed by default to ensure that the tail brake control unit can bypass the tail brake system after a failure. The tail brake system can bypass the faulty equipment by manually operating the stop valve.

5. The train braking and control method and equipment, and the train tail status detection method and equipment according to claim 1, are characterized in that: When any car in the train has a braking failure, the braking of that car can be bypassed by closing the corresponding car's angle cock. The charging and venting of the train pipes in front of the car with the failure is controlled by the locomotive braking system, while the charging and venting of the train pipes in the cars behind the car with the failure is controlled by the tail braking system. The braking system of the coupled locomotive performs braking operations according to its own position to maintain the operation of the train. The tail braking system can serve as redundancy for the locomotive braking system. In the event of a failure in the locomotive braking system, the locomotive control equipment receives feedback on the tail status from the tail braking system and outputs braking commands to it. The tail braking system can independently perform train pipe charging, venting, and pressure holding operations, i.e., it can perform braking, release, and pressure holding functions for the entire train, as well as emergency braking functions. The tail braking system can also serve as a rescue device for train braking failures. It can be attached to the tail or front of the train, connected to the train pipes, and used to rescue trains with braking failures. The tail braking system can be controlled by the locomotive control equipment via wireless communication to maintain vehicle operation.

6. The train braking and control method and equipment for detecting the state of the train tail as described in claim 1, characterized in that: The locomotive control equipment or train control onboard equipment, the tail braking system, and the multiple-unit locomotive braking system can be grouped and degrouped via wireless communication. They can also be grouped and degrouped via vehicle-to-ground communication through transponders. The locomotive control equipment or train control onboard equipment, the tail braking system, and the multiple-unit locomotive braking system can be synchronized in time via wireless communication. The locomotive control equipment or train control onboard equipment can obtain real-time information such as train tailpipe pressure, tailpipe positioning and movement status, and tailpipe equipment status via wireless communication. The tailpipe braking control unit can obtain braking commands in real time. The locomotive control equipment or train control onboard equipment can perform train integrity checks and real-time monitoring of tailpipe status based on tailpipe status, such as positioning, movement status, and train tailpipe pressure, either individually or comprehensively. The locomotive control equipment or train control onboard equipment can record tailpipe status. Key tailpipe status can be displayed on the train control onboard equipment screen or locomotive status screen. The tailpipe status and tailpipe equipment status can be displayed through query operations. For out-of-range status and abnormalities, prompts or alarms are given according to the degree of harm. The tailpipe equipment carrying platform has status and operation record dumping functions and can indicate tailpipe equipment status and tailpipe status through its own display device, such as a display screen. The tail equipment carrying platform can be configured with transponder transceivers. The ground control equipment obtains the key status of the tail of the train through the data of the tail-down transponder. When the transponder query device at the head of the train or the transponder transceiver transceiver passes the ground transponder, the key status of the tail of the train can be obtained. The train integrity status can be roughly assessed, and the pressure status of the tail tube of the train tube in the through test carried out by the locomotive can be confirmed, thereby completing the through test and monitoring the status of the tail of the train.

7. The train braking and control method and equipment, and the train tail status detection method and equipment according to claim 1, are characterized in that: The tail braking system can monitor its own status and handle faults, including bypassing the tail braking system and sending the status to the locomotive control equipment and train control onboard equipment. Train braking is controlled only by the locomotive brake. The tail state can serve as a redundancy for locomotive status in train operation control, thereby improving the reliability of train operation control. The tail brake control unit can adopt a safety redundancy architecture to ensure that when the tail brake control unit communication is lost or the tail brake system fails, the tail brake system can be bypassed. The actuation of the electro-pneumatic valve or solenoid valve can be pulse driven to ensure a fault-oriented safe state.

8. A method and equipment for train braking and control, and for detecting the condition of the tail of the train, characterized in that: Ground control equipment can acquire the status information of the tail of the train via wireless communication, and can be used for functions such as monitoring the tail of the train, recording status, and providing equipment status early warning. Ground-based portable devices can monitor the status of the tail of the train and operate the tail-end equipment via wireless communication.

9. A method for structural design of a tail-end equipment support platform for stable operation, characterized in that: The tail equipment carrying platform has a certain load-bearing capacity and provides installation space for the tail equipment, which includes track and surrounding environment condition monitoring, trackside equipment condition monitoring, trackside facility condition monitoring, air braking equipment, signaling equipment, communication equipment, power generation and storage equipment, speed and distance measuring equipment, etc. The tail equipment carrying platform can adopt the existing two-axle bogie structure or two single-axle bogie structures. By optimizing the lateral and longitudinal vibration damping devices and adding anti-snake-like movement devices, it is connected to the tail of the train through couplers to follow the train, thereby improving the operational stability of the tail equipment carrying platform. Based on the above bogies, independent rotating wheels can be further adopted to further improve high-speed operation stability and meet the stable operation requirements of the tail of the train in the locomotive and rolling stock mode.

10. A method and equipment for the structural design of a tail-end equipment carrying platform that is easy to move, characterized in that: The tail-end equipment carrying platform can be self-powered, such as a drive motor, to move forward and backward on the track, follow the train, and generate electricity. If independent rotating wheels are used, hub motors can be used for self-drive forward and backward movement and to follow the train while generating electricity. The tail-end equipment carrying platform can enter and leave the track through multiple outriggers that can extend horizontally, rotate horizontally, and extend vertically. Outrigger control can be achieved via ground remote control. The tail-end equipment carrying platform can support hoisting operations. Hoisting equipment can be used to move the tail-end equipment carrying platform via a rescue locomotive, or it can be moved and transported by a hoisting vehicle, thus achieving convenient and quick entry and exit from the track. The tail-end equipment carrying platform can be parked using a handbrake.

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