Emergency braking anti-collision system and method for internal combustion traction locomotive

Abstract

The invention discloses an emergency braking anti-collision system for an internal combustion traction locomotive, belongs to the technical field of internal combustion traction locomotives, and solves the problem that a material in an existing internal combustion traction locomotive cannot stably fall on a rail due to deviation of a falling point. A discharging pipe is mounted at the bottom end of the storage bin; an air cylinder assembly is mounted on the side wall of the storage bin; an adjusting plate is mounted at the output end of the air cylinder assembly; a connecting seat is mounted at the bottom end of the storage bin; and the adjusting plate slides in the connecting base, a limiting piece is installed at an opening in the end of the discharging pipe, and the limiting piece controls the material output speed, so that the materials accurately fall to the target position.

Description

An emergency braking anti-collision system and method for diesel tractor locomotives Technical Field

[0001] This invention belongs to the technical field of diesel traction locomotives, specifically relating to an emergency braking anti-collision system and method for diesel traction locomotives. Background Technology

[0002] A diesel locomotive is a type of locomotive mainly composed of a diesel engine, car body, clutch, gearbox, braking device, control device, electrical system, and purification device. It is a traction and transportation equipment that can pull single or multiple mine cars or other carriages. Modern diesel locomotives primarily use the diesel engine to power the car body, allowing it to move along a predetermined track. The clutch and braking device use compressed gas to power the braking system, locking the wheels of the locomotive for emergency braking and preventing collisions. The braking system mainly consists of two parts: a brake disc and brake wheel, where the brake disc is pressed tightly against both sides of the brake wheel to lock it in place. The rotation of the brake wheel is synchronized with the wheelset, achieving braking. The other part is a feed spreader, which uses air pressure to distribute screened sand between the wheelset and the track, increasing friction and shortening the braking stroke of the locomotive.

[0003] Chinese utility model patent CN212766207U discloses an emergency stop device for an internal combustion engine locomotive, including a train car, a train chassis installed at the bottom of the train car, multiple train wheels installed below the bottom of the train car, a surface roughness treatment chamber opened inside the train car, a first fixed shaft provided on the inner wall of the surface roughness treatment chamber, a storage box provided on the first fixed shaft, a funnel installed at the bottom of the surface roughness treatment chamber, and an electric push rod provided on the surface roughness treatment chamber.

[0004] The aforementioned device uses an electric push rod to empty the material from the storage bin. The material falls onto the track through a funnel, increasing the friction between the train wheels and the track. However, when the existing diesel traction engine brakes suddenly, due to the high speed and the rotation of the train wheels, the material discharged from the funnel cannot accurately fall into the center area where the train wheels and the track meet. The material is prone to falling to the sides of the track due to wind, which affects the actual performance of the device and reduces the overall working quality of the device. Summary of the Invention

[0005] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0006] To address the problems mentioned in the background section, the present invention adopts the following technical solution.

[0007] An emergency braking anti-collision system for a diesel traction locomotive includes a tilting assembly mounted on the locomotive bogie. Wheelsets are symmetrically arranged at the bottom of the locomotive bogie and move along a track. The tilting assembly includes a storage bin, a discharge pipe, and an air inlet pipe. The storage bin is installed on the side wall of the locomotive bogie and located on the side of the wheelset. An air inlet pipe for inputting compressed gas is installed on one side of the storage bin. A discharge pipe for outputting material is provided at the bottom of the storage bin. A limiting component for limiting the output speed of the material and controlling the landing point of the material is installed at the inner end of the tilting assembly.

[0008] As a preferred embodiment of the present invention, the limiting component includes a cylinder assembly and an adjusting plate. The cylinder assembly is installed on the side of the storage bin, and an air inlet pipe is installed at the output end of the cylinder assembly. A connecting seat is installed at the bottom of the storage bin, and the adjusting plate slides within the connecting seat. A discharge hole is provided on the connecting seat, and the connecting seat communicates with the discharge pipe. Multiple mating holes are provided on the adjusting plate, and a limiting member is installed at the end of the discharge pipe to limit the material drop point.

[0009] As a preferred embodiment of the present invention, the limiting component includes a discharge block, a rotating block, and a rotating baffle. The discharge block is installed at the end of the discharge pipe, and a discharge groove is provided on the side wall of the discharge block. The rotating block is rotatably installed on the discharge block, and torsion springs are installed at both ends of the rotating block. When the rotating block rotates to the end away from the discharge pipe, the torsion springs enter a storage state. A rotating baffle is installed on the side of the rotating block, and the rotating baffle blocks the discharge groove.

[0010] As a preferred embodiment of the present invention, the limiting component includes an arc-shaped baffle and side baffles. An arc-shaped baffle is installed at the end of the discharge pipe, and side baffles are symmetrically installed on the sides of the arc-shaped baffle to guide the splashed material.

[0011] As a preferred embodiment of the present invention, three mating holes are provided, and the three mating holes have different radii. The three mating holes are arranged in order of their radii on the adjustment plate.

[0012] As a preferred embodiment of the present invention, it further includes a braking mechanism, wherein a braking mechanism for controlling the rotational speed of the wheelsets is installed between the wheelsets.

[0013] As a preferred embodiment of the present invention, the braking mechanism is provided with a locking component for rapid braking of the wheelset and a power recovery component for recovering kinetic energy.

[0014] As a preferred embodiment of the present invention, the locking assembly includes a transmission rod, a driving component, a braking component, and a brake wheel. The transmission rod is installed between the wheelsets, and the brake wheel is symmetrically installed on the outside of the transmission rod. The driving component is provided on the side of the brake wheel, and the braking component is installed at both ends of the driving component. The end of the braking component is in contact with the side wall of the brake wheel.

[0015] As a preferred embodiment of the present invention, the power recovery assembly includes a connecting rod, a squeezing arm, and a conforming conical wheel. A connecting rod is installed at the end of the brake component, and a squeezing arm is installed on the connecting rod. Two sets of squeezing arms are rotatably connected. A conforming conical wheel is installed at the end of the squeezing arm. A support frame is installed on the transmission rod and located on the side of the brake wheel. A drive rack is rotatably installed on the support frame. The conforming conical wheel is slidably connected to the drive rack. When the conforming conical wheel rotates, it drives the drive rack to rotate synchronously. A power generation assembly is installed on the side wall of the locomotive bogie, and the end of the drive rack is connected to the power generation assembly.

[0016] A method for using an emergency braking anti-collision system for a diesel locomotive comprises the following steps: A1. Frame assembly and operation: The locomotive bogie is installed below the diesel locomotive. The wheelsets and components within the locomotive move along the track, providing traction for the subsequent carriages. Each subsequent carriage has its own bogie and wheelsets installed at its bottom. A2. First braking: The drive unit receives compressed gas from the diesel locomotive, causing it to rotate and deflect the overall angle and position of the brake components. The brake components press against both sides of the brake wheel, locking the brake wheel angle. Through the transmission rod, the wheelsets on both sides are braked. A3. Kinetic energy recovery: When the brake components rotate, the positions of the two sets of contact cone wheels change under the transmission and pushing of the pressure arm and connecting rod. The edges of the contact cone wheels contact the brake wheel. The rotation of the brake wheel provides power to the rotation of the drive rack, allowing the end of the drive rack to... The conductor in the power generation component cuts the coil, converting the power of the brake wheel into electricity; A4, Second braking: When the diesel traction locomotive performs intermittent braking, compressed gas is input into the storage bin through the air intake pipe. At this time, the cylinder assembly adjusts the position of the regulating plate to control the gas flow rate and the material output speed. The material stored in the storage bin is discharged through the discharge pipe under the action of the gas. The material falls stably between the track and the wheelset, increasing the friction between the wheelset and the track, and assisting the wheelset in braking; A5, Emergency braking: When the diesel traction locomotive performs emergency braking, compressed gas enters the storage bin. At this time, the cylinder assembly adjusts the position of the regulating plate to control the gas flow rate and the material output speed. A large amount of material falls stably onto the track through the limiting parts, making it easier for the subsequent wheelset to press the material on the track, increasing the friction between the wheelset and the track; A6, Completion of braking: With the cooperation of the two braking components, the braking speed of the wheelset is accelerated, and the braking stroke of the wheelset is shortened by the discharge of material.

[0017] Compared to existing technologies, the advantages of this invention are as follows: By establishing a braking mechanism and wheelsets, the locomotive bogie and its components mounted on it move stably along the track, traction and pulling of subsequent carriages, facilitating the transportation of various materials and personnel. When the wheelsets brake, the braking distance is adjusted to compress the sidewalls of the brake wheels, limiting their rotation and braking the wheelsets. Furthermore, during braking, the use of a contact cone wheel partially recovers the rotational power of the brake wheels, providing power for the power generation components, thus achieving power recovery. Additionally, the tilting assembly in this invention utilizes mating holes of different radii to cooperate with the discharge holes. The invention can control the speed of the material discharged from the storage bin and the flow rate of the gas based on the braking distance. The limiting components in this invention include a discharge block, a rotating block, and a rotating baffle. The deflection angle of the rotating baffle varies depending on the gas flow rate, limiting the material output at different speeds. High-flow-rate material enters between the track and the wheelset, while low-flow-rate material falls directly onto the track. The limiting components in this invention include an arc-shaped baffle and a side baffle. Under the action of the arc-shaped baffle, the material sprayed from the discharge pipe directly enters between the wheelset and the track, while the material splashed on the wheelset slides down the inner wall of the arc-shaped baffle and the side baffle onto the track. This controls the landing point of the material and prevents a large amount of material from falling outside the track. Attached Figure Description

[0018] Figure 1 is a perspective view of the structure of each component on the locomotive bogie of the present invention.

[0019] Figure 2 is a top-view perspective view of the structure of each component on the locomotive bogie of the present invention.

[0020] Figure 3 is a perspective view of the structure of each component between the wheelsets of the present invention.

[0021] Figure 4 is a schematic diagram of the tilting assembly in this invention.

[0022] Figure 5 is a perspective view of the components at the bottom of the storage bin of the present invention.

[0023] Figure 6 is a perspective view of the limiting member in Embodiment 1 of the present invention.

[0024] Figure 7 is a perspective view of the limiting structure in Embodiment 2 of the present invention.

[0025] Figure 8 is a perspective view of the braking mechanism structure of the present invention.

[0026] Figure 9 is an enlarged perspective view of the braking mechanism structure of the present invention.

[0027] Figure 10 is a perspective view of the structure of the power recovery component of the present invention.

[0028] The correspondence between the labels and component names in the attached figures is as follows: 1. Locomotive bogie; 2. Wheelset; 3. Tilting assembly; 31. Storage bin; 32. Discharge pipe; 33. Cylinder assembly; 34. Intake pipe; 35. Adjusting plate; 36. Connecting seat; 37. Limiting component; 371. Discharge block; 372. Rotating block; 373. Rotating baffle; 374. Arc baffle; 375. Side baffle; 4. Braking mechanism; 41. Transmission rod; 42. Drive component; 43. Brake component; 44. Brake wheel; 45. Connecting rod; 46. Extrusion arm; 47. Fitting cone wheel; 48. Drive rack; 49. Power generation assembly. Detailed Implementation

[0029] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0030] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0031] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places throughout this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that mutually excludes other embodiments. The present invention provides the following embodiments.

[0032] Example 1, as shown in Figures 1, 2, and 3, is a structural schematic diagram of the emergency braking anti-collision system for a diesel locomotive in this embodiment. This system can efficiently brake the diesel locomotive, control the final landing point of dumped materials, and increase the friction between the wheelsets and the track. The system includes a locomotive bogie 1 and wheelsets 2. The bogie 1 provides load-bearing and support functions for the diesel locomotive. The bogie 1 mainly consists of a frame, center plate, side bearings, and a spring damping system. The frame is symmetrically equipped with a center plate, which is divided into an upper center plate and a lower center plate. The lower center plate is installed on the frame, and the upper center plate is installed on the car body. Side bearings are symmetrically arranged on both sides of the frame, and a spring damping system is installed at the bottom of the frame to assist the diesel traction locomotive to move stably along the track. Multiple wheelsets 2 are set at the bottom of the locomotive bogie 1. The wheelsets 2 move along the track. A material tilting assembly 3 is installed below the locomotive bogie 1 and on the side of the wheelsets 2. The material tilting assembly 3 tilts materials such as sand that increase the friction between the wheelsets 2 and the track onto the track. A braking mechanism 4 is set between the wheelsets 2.

[0033] As shown in Figures 4 and 5, which are schematic diagrams of the tilting assembly 3 in this embodiment, the tilting assembly 3 includes a storage bin 31 and a discharge pipe 32. The storage bin 31 is installed on the side wall of the locomotive bogie 1 and located on the side of the wheelset 2. The discharge pipe 32 is installed at the bottom of the storage bin 31. The storage bin 31 stores materials. An air inlet pipe 34 is connected to the side wall of the storage bin 31, which inputs compressed gas into the storage bin 31, allowing the materials in the storage bin 31 to be output through the discharge pipe 32. A cylinder assembly 33 is installed on the side wall of the storage bin 31 and located below the air inlet pipe 34. An adjusting plate 35 is installed at the output end of the cylinder assembly 33. A connecting seat 36 is installed at the connection between the storage bins 31 and the storage bins 31. The connecting seat 36 has a discharge hole. Multiple sets of mating holes are installed at equal intervals on the adjusting plate 35. The adjusting plate 35 slides in the connecting seat 36. Driven by the cylinder assembly 33, the adjusting plate 35 slides in the connecting seat 36 to adjust the position of the mating hole on the adjusting plate 35 and the discharge hole on the connecting seat 36. When the mating hole and the discharge hole are aligned, the material in the storage bin 31 flows into the discharge pipe 32 through the aligned slot, which facilitates subsequent output. A limiting member 37 is installed at the opening at the end of the discharge pipe 32. The limiting member 37 limits the speed and position of the material output.

[0034] It is worth noting that there are three mating holes, and the three mating holes are of different sizes. The three mating holes are arranged on the adjusting plate 35 according to their radii. The flow rate of the gas ejected from the storage bin 31 and the output speed of the material are controlled according to the radius of the mating holes. When the largest mating hole is aligned with the discharge hole, the gas pressure does not change, and the material is output at a normal speed. When the smallest mating hole is aligned with the center of the discharge hole, the gas output diameter is reduced, which increases the flow rate of the gas ejected from the storage bin 31, allowing the material to be ejected at a faster flow rate. When the internal combustion locomotive performs intermittent braking... At this time, the intake pipe 34 inputs compressed gas into the storage bin 31. The material in the storage bin 31 is propelled by the gas and ejected from the minimum radius mating hole and the discharge hole. At this time, the gas flow rate increases, allowing the material to be output at a faster flow rate, allowing the material to be quickly ejected from the limiting part 37 and discharged between the wheelset 2 and the track. When the diesel traction locomotive needs to brake urgently for a long time, the center of the maximum radius mating hole and the discharge hole are aligned, and the output speed of the gas and material is the same as in the normal state. At this time, the material falls stably onto the track, increasing the friction between the track and the wheelset 2, and realizing the emergency braking of the diesel traction locomotive.

[0035] In this embodiment, the cylinder assembly 33, the adjusting plate 35, the connecting seat 36, and the limiting member 37 constitute a material limiting assembly.

[0036] As shown in Figure 6, which is a structural schematic diagram of the limiting member 37 in this embodiment, the limiting member 37 includes a discharge block 371, a rotating block 372, and a rotating baffle 373. The discharge block 371 is installed at the end of the discharge pipe 32, and a discharge groove is provided on the discharge block 371. The rotating block 372 is rotatably installed on the side of the discharge block 371, and a rotating baffle 373 is installed at the end of the rotating block 372. Torsion springs are provided at both ends of the rotating block 372. The rotating baffle 373 blocks the discharge groove. When the minimum diameter mating hole is aligned with the center of the discharge hole, the gas flow rate increases, increasing the thrust on the rotating baffle 373. 3. Maintain a larger tilt angle to increase the distance between the rotating baffle 373 and the discharge block 371, allowing the material to be sprayed directly between the wheelset 2 and the track. The tilt angle of the rotating baffle 373 itself can also limit the spray angle of the material, preventing the material from being sprayed to the edge. When the mating hole with the maximum radius is aligned with the discharge hole, the gas flow rate is slow and the thrust on the rotating baffle 373 is small. At this time, the deflection angle of the rotating baffle 373 is small, and the material output from the end of the discharge pipe 32 falls onto the track in a concentrated manner, allowing the subsequent wheelset 2 to press the material on the track, greatly increasing the friction when the two come into contact.

[0037] As shown in Figures 8 to 10, which are schematic diagrams of the braking mechanism 4 in this embodiment, the braking mechanism 4 includes a transmission rod 41 and a driving member 42. The transmission rod 41 is installed between the wheelsets 2, and the wheelsets 2 on both sides rotate synchronously under the action of the transmission rod 41. A brake wheel 44 is installed on the outside of the transmission rod 41. The driving member 42 is provided on the side of the transmission rod 41, and brake members 43 are installed at both ends of the driving member 42. The ends of the brake members 43 are in contact with the side wall of the brake wheel 44. The compressed gas enters the driving member 42, causing the driving member 42 to drive the brake wheel 44. The two sets of brake components 43 deflect at an angle, locking the brake wheel 44 at the end of the brake component 43. When the rotation of the brake wheel 44 is restricted, the rotation of the wheelset 2 itself is also restricted, achieving emergency braking of the diesel locomotive and avoiding a collision. A support frame is provided outside the transmission rod 41 and on the side of the brake wheel 44. A drive rack 48 is rotatably mounted on the support frame, and two contact cone wheels 47 are symmetrically mounted on the drive rack 48. Each contact cone wheel 47 has a pressure arm 46 mounted at its end. The extrusion arms 46 are rotatably connected in a cross configuration. A connecting rod 45 is mounted at the end of each extrusion arm 46, and the connecting rod 45 is connected to the end of the brake component 43. A spring assembly is installed between the extrusion arms 46. When the brake component 43 locks the brake wheel 44, the connecting rod 45 moves closer to the brake wheel 44. At this time, the ends of the two sets of extrusion arms 46 are compressed, reducing the distance between them. Due to the cross-distribution structure of the two sets of extrusion arms 46, the distance between the other ends of the extrusion arms 46 increases, thus pushing the contact cone wheel 47. The sidewall of the fitting cone wheel 47 is brought into contact with the brake wheel 44. The compression of the fitting cone wheel 47 helps to lock the angle of the brake wheel 44. During the contact process between the fitting cone wheel 47 and the brake wheel 44, the fitting cone wheel 47 will rotate synchronously with the rotation of the brake wheel 44. At this time, the drive rack 48 enters the rotation state. The end of the drive rack 48 is equipped with a power generation component 49, which is mainly composed of a coil and a conductor. When the drive rack 48 rotates, the conductor in the power generation component 49 cuts the magnetic field of the coil to generate electricity.

[0038] It is worth noting that in this embodiment, the transmission rod 41, drive member 42, brake member 43 and brake wheel 44 form a locking assembly for wheelset 2, which assists wheelset 2 in rapid braking. The connecting rod 45, extrusion arm 46, contact cone wheel 47, drive rack 48 and power generation assembly 49 form a power recovery assembly. The rotation of brake wheel 44 itself provides power to contact cone wheel 47 and drive rack 48, allowing the components in power generation assembly 49 to work.

[0039] As shown in Figures 1 to 10, a collision avoidance method employing an emergency braking collision avoidance system for a diesel locomotive comprises the following steps: A1. Composition and operation of the frame: The locomotive bogie 1 is installed under the diesel locomotive. Utilizing the wheelset 2 and the movement of components within the diesel locomotive, the wheelset 2 moves along the track, providing traction for the movement of subsequent carriages. The bottom of each subsequent carriage is equipped with the locomotive bogie 1 and wheelset 2. A2. First braking: The drive unit 42 receives compressed gas input from the diesel locomotive, causing the drive unit 42 to operate and drive the brake. The overall angle and position of component 43 deflect, and brake component 43 presses against both sides of brake wheel 44. Under the pressure of brake component 43, the angle of brake wheel 44 is locked, and the wheelset 2 on both sides is braked through the transmission of transmission rod 41; A3, kinetic energy recovery: when brake component 43 rotates, the positions of the two sets of contact cone wheels 47 change under the transmission and pushing of the pressing arm 46 and connecting rod 45. The edges of the contact cone wheels 47 are in contact with brake wheel 44, and the rotation of brake wheel 44 provides power for the rotation of drive rack 48. The conductor in the power generation component 49 at the end of the drive rack 48 cuts the coil, converting the power of the brake wheel 44 into electricity; A4, Second braking: When the diesel locomotive performs intermittent braking, compressed gas is input into the storage bin 31 through the air intake pipe 34. At this time, the cylinder assembly 33 adjusts the position of the regulating plate 35 to control the gas flow rate and the material output speed. The material stored in the storage bin 31 is discharged through the discharge pipe 32 under the action of the gas. The material falls stably between the track and the wheelset 2, increasing the friction between the wheelset 2 and the track, assisting... A5. Emergency braking: When the diesel locomotive brakes suddenly, compressed gas enters the storage bin 31. At this time, the cylinder assembly 33 adjusts the position of the regulating plate 35 to control the gas flow rate and the output speed of the material. A large amount of material falls stably onto the track through the limiting part 37, which facilitates the subsequent pressing of the material on the track by the wheelset 2, increasing the friction between the wheelset 2 and the track. A6. Braking completed: With the cooperation of the two braking components, the braking speed of the wheelset 2 is accelerated. Through the discharge of material, the braking stroke of the wheelset 2 is shortened.

[0040] Example 2, as shown in Figure 7, is a schematic diagram of the structure of the limiting member 37 in this example. The difference between this example and Example 1 is that the limiting member 37 includes an arc-shaped baffle 374 and a side baffle 375. An arc-shaped baffle 374 is installed at the end of the discharge pipe 32. The arc-shaped baffle 374 itself has an arc-shaped structure and is located on the side of the wheelset 2. The width of the rotating baffle 373 is smaller than the width of the groove in the wheelset 2. Side baffles 375 are symmetrically installed on both sides of the rotating baffle 373. When the material is output through the discharge pipe 32, the material is directly sprayed between the wheelset 2 and the track. Some of the material collides with the rotating wheelset 2, causing the material to splash outward. At this time, the arc-shaped baffle 374 and the side baffle 375 block the splashed material, allowing the material to flow along the inner wall of the arc-shaped baffle 374 and the side baffle 375, so that the material falls stably onto the track, enhancing the friction when the wheelset 2 contacts the track.

[0041] The above description, in conjunction with specific embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, several simple deductions or substitutions can be made without departing from the concept of the present invention, and all such deductions or substitutions should be considered to fall within the scope of protection defined by the claims submitted herein.

Claims

1. An emergency braking anti-collision system for a diesel tractor locomotive, characterized in that: The material tilting assembly (3) is installed on the locomotive bogie (1). The bottom end of the locomotive bogie (1) is symmetrically provided with wheelsets (2). The wheelsets (2) move along the track. The material tilting assembly (3) includes a storage bin (31), a discharge pipe (32) and an air inlet pipe (34). The storage bin (31) is installed on the side wall of the locomotive bogie (1) and located on the side of the wheelsets (2). An air inlet pipe (34) for inputting compressed gas is installed on one side of the storage bin (31). A discharge pipe (32) for outputting material is provided at the bottom end of the storage bin (31). A limiting component for limiting the output speed of material and controlling the landing point of material is installed at the inner end of the material tilting assembly (3).

2. The emergency braking anti-collision system for diesel traction locomotives according to claim 1, characterized in that: The limiting components include a cylinder assembly (33) and an adjusting plate (35). The cylinder assembly (33) is installed on the side of the storage bin (31). An air inlet pipe (34) is installed at the output end of the cylinder assembly (33). A connecting seat (36) is installed at the bottom end of the storage bin (31). The adjusting plate (35) slides in the connecting seat (36). A discharge hole is opened on the connecting seat (36). The connecting seat (36) is connected to the discharge pipe (32). Multiple mating holes are opened on the adjusting plate (35). A limiting member (37) that limits the drop point of the material is installed at the end of the discharge pipe (32).

3. The emergency braking anti-collision system for diesel traction locomotives according to claim 2, characterized in that: The limiting component (37) includes a discharge block (371), a rotating block (372), and a rotating baffle (373). The discharge block (371) is installed at the end of the discharge pipe (32). A discharge groove is provided on the side wall of the discharge block (371). The rotating block (372) is rotatably installed on the discharge block (371). Torsion springs are installed at both ends of the rotating block (372). When the rotating block (372) rotates away from the end of the discharge pipe (32), the torsion spring enters the storage state. The rotating baffle (373) is installed on the side of the rotating block (372) and blocks the discharge groove.

4. The emergency braking anti-collision system for diesel traction locomotives according to claim 1, characterized in that: The limiting member (37) includes an arc-shaped baffle (374) and a side baffle (375). The arc-shaped baffle (374) is installed at the end of the discharge pipe (32), and the side baffle (375) is symmetrically installed on the side of the arc-shaped baffle (374) to guide the splashed material.

5. The emergency braking anti-collision system for diesel traction locomotives according to claim 1, characterized in that: There are three mating holes, and the radii of the three mating holes are different. The three mating holes are arranged on the adjustment plate (35) in order of their radii.

6. The emergency braking anti-collision system for diesel traction locomotives according to claim 5, characterized in that: It also includes a braking mechanism (4), and a braking mechanism (4) for controlling the rotational speed of the wheelset (2) is installed between the wheelsets (2).

7. The emergency braking anti-collision system for diesel traction locomotives according to claim 6, characterized in that: The braking mechanism (4) is equipped with a locking assembly for rapid braking of the wheelset (2) and a power recovery assembly for recovering kinetic energy.

8. The emergency braking anti-collision system for diesel traction locomotives according to claim 6, characterized in that: The locking assembly includes a transmission rod (41), a drive member (42), a brake member (43), and a brake wheel (44). The transmission rod (41) is installed between the wheelsets (2). The brake wheel (44) is symmetrically installed on the outside of the transmission rod (41). The drive member (42) is provided on the side of the brake wheel (44). The brake member (43) is installed at both ends of the drive member (42). The end of the brake member (43) is in contact with the side wall of the brake wheel (44).

9. The emergency braking anti-collision system for diesel traction locomotives according to claim 6, characterized in that: The power recovery assembly includes a connecting rod (45), a squeezing arm (46), and a fitting cone wheel (47). The connecting rod (45) is installed at the end of the brake component (43), and the squeezing arm (46) is installed on the connecting rod (45). The two sets of squeezing arms (46) are rotatably connected. The fitting cone wheel (47) is installed at the end of the squeezing arm (46). A support frame is installed on the transmission rod (41) and located on the side of the brake wheel (44). A drive rack (48) is rotatably installed on the support frame. The fitting cone wheel (47) is slidably connected to the drive rack (48). When the fitting cone wheel (47) rotates, it drives the drive rack (48) to rotate synchronously. A power generation assembly (49) is installed on the side wall of the locomotive bogie (1). The end of the drive rack (48) is connected to the power generation assembly (49).

10. A method of using the emergency braking collision avoidance system described in any one of claims 1-9, characterized in that, The steps are as follows: A1. Composition and operation of the frame: The locomotive bogie (1) is installed under the diesel traction locomotive. The wheelset (2) and the components in the diesel traction locomotive are used to move the wheelset (2) along the track to provide traction for the movement of the subsequent carriages. The bottom of the subsequent carriages is equipped with the locomotive bogie (1) and wheelset (2); A2. First braking: The drive component (42) receives the compressed gas input from the diesel traction locomotive and runs the drive component (42), causing the overall angle and position of the brake component (43) to deflect. The brake component (43) brakes the brake wheel (44) on both sides. The pressure is applied by the brake component (43) to lock the angle of the brake wheel (44), and the wheelset (2) on both sides is braked through the transmission rod (41); A3, kinetic energy recovery, when the brake component (43) rotates, the positions of the two sets of contact cone wheels (47) change under the transmission and push of the pressure arm (46) and the connecting rod (45), the edge of the contact cone wheel (47) is in contact with the brake wheel (44), and the rotation of the brake wheel (44) provides power for the rotation of the drive rack (48), so that the power generation component at the end of the drive rack (48) can generate electricity. The conductor in 49) cuts the coil, converting the power of the brake wheel (44) into electricity; A4, Second braking, when the internal combustion traction locomotive performs intermittent braking, it inputs compressed gas into the storage bin (31) through the air intake pipe (34). At this time, the cylinder assembly (33) adjusts the position of the regulating plate (35) to control the gas flow rate and the output speed of the material. The material stored in the storage bin (31) is discharged through the discharge pipe (32) under the action of the gas. The material falls stably between the track and the wheelset (2), increasing the friction between the wheelset (2) and the track, and assisting the wheelset (2). Braking is performed; A5. Emergency braking: When the internal combustion locomotive brakes suddenly, compressed gas enters the storage bin (31). At this time, the cylinder assembly (33) adjusts the position of the regulating plate (35) to control the flow rate of the gas and the output speed of the material. A large amount of material falls steadily onto the track through the limiting part (37), which facilitates the subsequent wheelset (2) to press the material on the track and increase the friction between the wheelset (2) and the track; A6. Braking is completed: With the cooperation of the two braking components, the braking speed of the wheelset (2) is accelerated. Through the discharge of the material, the braking stroke of the wheelset (2) is shortened.

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