Railway locomotive automatic protection system and method

Abstract

The application discloses a kind of track locomotive automatic protection system and method, including digital flat regulating system, speed acquisition module and brake system;Speed acquisition module real-time acquisition locomotive speed and send to digital flat regulating system, brake system is added multiple electric control solenoid valve and pressure sensor, respectively with the output port and feedback port of digital flat regulating system electric connection.Electric flat regulating system compares the preset speed threshold corresponding to locomotive speed and shunting instruction, and automatically executes common brake after overspeed and continues preset time;Emergency brake is automatically executed when emergency stop instruction is received or brake system anomaly is detected, while having parking state anti-slip and brake redundancy protection function.The application does not need to replace original main equipment, and the transformation cost is low, and the compatibility is strong, fundamentally solves the security risk caused by that shunting operation completely relies on manual operation, and significantly improves the safety and reliability of shunting operation.

Description

Technical Field

[0001] This invention relates to the field of railway locomotive safety protection technology, and more specifically, to an automatic protection system and method for railway locomotives. Background Technology

[0002] Shunting operations at railway stations are a crucial part of the railway transportation process, undertaking core tasks such as train marshalling, vehicle coupling and uncoupling, and shunting and delivery. The safety of these operations directly impacts the stable operation of the entire railway transportation system. The digital shunting system, as the core wireless communication and control equipment for commanding shunting operations at railway stations, primarily transmits shunting commands such as traction, propulsion, deceleration, stopping, and emergency braking to locomotive drivers via handheld devices. Drivers then manually control the locomotive according to these commands.

[0003] Existing digital shunting systems only have command transmission and display functions, and the entire shunting operation process relies entirely on the driver's manual response and operation. With the continuous increase in railway transport volume, the frequency of shunting operations has increased significantly. Drivers are prone to inattention and fatigue due to long hours of high-intensity work. At the same time, equipment failures, environmental interference, and other factors can also affect operational safety, leading to frequent shunting operation safety accidents that seriously threaten the lives and property of personnel.

[0004] The existing system and driver's operation have the following shortcomings: 1. The existing system can only send the distance forecast of "ten, five, three cars" and the corresponding speed requirements to the driver. It cannot collect the locomotive running speed in real time and compare it with the command requirements. When the driver does not control the speed according to the command requirements, the system cannot intervene automatically, which can easily lead to vehicle collision accidents.

[0005] 2. When the locomotive is stopped, the existing system cannot automatically monitor the pressure changes of the brake cylinder and train pipe. When the brake system leaks air, resulting in insufficient brake pressure, the locomotive is prone to runaway accidents, and there is no warning before the accident occurs. Summary of the Invention

[0006] The present invention provides an automatic protection system and method for rail locomotives, which aims to reduce safety accidents caused by driver inattention, fatigue, or equipment failure during operation.

[0007] To achieve the above objectives, the present invention provides the following technical solution: An automatic protection system for rail locomotives includes a digital leveling system and a braking system. The system is characterized by: a speed acquisition module electrically connected to the input port of the digital leveling system for real-time acquisition of locomotive speed and transmission to the digital leveling system; the braking system includes an air brake, multiple electrically controlled solenoid valves, and multiple pressure sensors. The solenoid valves are electrically connected to the output ports of the digital leveling system for controlling the air circuits of the braking system according to instructions from the digital leveling system; the pressure sensors are electrically connected to the feedback ports of the digital leveling system for real-time detection of pressure values ​​in each air circuit of the braking system and feedback to the digital leveling system; the digital leveling system receives shunting commands and locomotive speed signals from the speed acquisition module, compares the locomotive speed with a preset speed threshold corresponding to the shunting command, and controls the multiple solenoid valves to perform normal braking operations when the locomotive speed exceeds the preset speed threshold for a first preset time; and controls the multiple solenoid valves to perform emergency braking operations when an emergency stop command is received or an abnormality in the braking system is detected.

[0008] Furthermore, the air brake system includes an automatic brake valve, a relay valve, a main air cylinder, a balancing air cylinder, and a train pipe; multiple electrically controlled solenoid valves include a main air pipe solenoid valve, a main air shut-off solenoid valve, a balancing air cylinder solenoid valve, a train pipe venting solenoid valve, and a pressure relief solenoid valve. The main air pipe solenoid valve is connected in series between the main air cylinder and the automatic brake valve to cut off or open the air supply path from the main air cylinder to the automatic brake valve; the main air shut-off solenoid valve is connected in series between the main air cylinder and the main air shut-off valve of the relay valve to supply air to the main air shut-off valve of the relay valve to stabilize the working state of the relay valve; the balancing air cylinder solenoid valve is connected in parallel with the balancing air cylinder, and its exhaust port is open to the atmosphere to discharge the pressurized air in the balancing air cylinder; the train pipe venting solenoid valve is connected in parallel with the train pipe, and its exhaust port is open to the atmosphere to directly discharge the pressurized air in the train pipe to the atmosphere; the pressure relief solenoid valve is connected in parallel with the exhaust port of the main air pipe solenoid valve to regulate the pressure of the exhaust side pipeline of the main air pipe solenoid valve.

[0009] Furthermore, the braking system also includes a bypass valve and multiple shut-off valves; the bypass valve is connected in parallel with the main air shut-off solenoid valve, its inlet is connected to the main air cylinder, and its outlet is connected to the main air shut-off valve of the relay valve, which is used to provide a backup air supply path when the main air shut-off solenoid valve fails; the multiple shut-off valves include a balance air cylinder pipe shut-off valve and a main air shut-off pipe shut-off valve, the balance air cylinder pipe shut-off valve is installed between the balance air cylinder pipe and the balance air cylinder solenoid valve, and the main air shut-off pipe shut-off valve is installed between the main air cylinder and the main air shut-off solenoid valve.

[0010] Furthermore, the air brake also includes a distribution valve, an actuation valve, and a brake cylinder. One end of the distribution valve is connected to the relay valve via the train pipe, and the other end is connected to the actuation valve via the actuation pipe. The distribution valve is used to control the charging and venting state of the actuation pipe according to the pressure change of the train pipe. The actuation valve is connected to the main air cylinder, the actuation pipe, and the brake cylinder respectively, and is used to open the charging passage from the main air cylinder to the brake cylinder or the venting passage from the brake cylinder to the atmosphere according to the pressure change of the actuation pipe.

[0011] Furthermore, multiple pressure sensors include a balance cylinder pressure sensor, a train pipe pressure sensor, a main air pipe pressure sensor, a main air shut-off pipe pressure sensor, and a brake cylinder pressure sensor. The balance cylinder pressure sensor is connected to the balance cylinder pipe and is used to detect the pressure value of the balance cylinder. The train pipe pressure sensor is connected to the train pipe and is used to detect the pressure value of the train pipe. The main air pipe pressure sensor is connected to the outlet pipe of the main air pipe solenoid valve and is used to detect the pressure value on the outlet side of the main air pipe solenoid valve. The main air shut-off pipe pressure sensor is connected to the outlet pipe of the main air shut-off solenoid valve and is used to detect the pressure value on the outlet side of the main air shut-off solenoid valve. The brake cylinder pressure sensor is connected to the brake cylinder and is used to detect the pressure value of the brake cylinder.

[0012] An automatic protection method for rail locomotives includes the following steps: S1, The speed acquisition module collects the locomotive's running speed in real time and sends it to the digital leveling system; S2, The digital leveling system receives shunting instructions; S3, the digital shunting system compares the locomotive speed with the preset speed threshold corresponding to the shunting command; S4. When the locomotive speed exceeds the preset speed threshold and continues for a first preset time, the digital leveling system controls multiple electronically controlled solenoid valves to perform common braking operations. S5. When an emergency stop command is received or an abnormality in the braking system is detected, the digital leveling system controls multiple electronically controlled solenoid valves to perform emergency braking operations.

[0013] Furthermore, the common braking operations in step S4 specifically include: S4.1 The solenoid valve of the main air duct of the digital leveling system is energized and closed, cutting off the air supply path from the main air cylinder to the automatic brake valve; S4.2. Control the solenoid valve of the equalizing air cylinder to open and discharge the pressurized air in the equalizing air cylinder. The discharge time is controlled within 5 to 7 seconds. S4.3. Control the opening of the pressure relief solenoid valve according to the detection values ​​of the equalizing air cylinder pressure sensor and the main air duct pressure sensor to ensure the accurate exhaust time of the equalizing air cylinder. S4.4. The main air shut-off solenoid valve is energized and opened to supply air to the main air shut-off valve of the relay valve and close the passage from the relay valve to the train pipe. S4.5. Based on the detection value of the train pipe pressure sensor, the control valve opens the air passage to the actuating valve, and the actuating valve opens the air passage from the main air cylinder to the brake cylinder, so that the locomotive and rolling stock can complete the normal braking deceleration.

[0014] Furthermore, the emergency braking operation in step S5 specifically includes: S5.1 The solenoid valve of the main air duct of the digital leveling system is energized and closed, cutting off the air supply path from the main air cylinder to the automatic brake valve; S5.2. Control the solenoid valve of the equalizing air cylinder to open and discharge the pressurized air in the equalizing air cylinder; S5.3. The main air shut-off solenoid valve is energized and opened to supply air to the main air shut-off valve of the relay valve and close the passage from the relay valve to the train pipe. S5.4. When the control train pipe venting solenoid valve is energized and opened, the pressurized air in the train pipe is directly discharged to the atmosphere, so that the pressure in the train pipe drops to zero quickly. S5.5. Based on the detection value of the train pipe pressure sensor, the control valve opens the air passage to the actuation valve, and the actuation valve opens the air passage from the main air cylinder to the brake cylinder, so that the locomotive and rolling stock can complete emergency braking.

[0015] Furthermore, it also includes anti-runaway control measures: S6. When the locomotive is stationary, the brake cylinder pressure and train pipe pressure are detected in real time by the brake cylinder pressure sensor and the train pipe pressure sensor. S7. When both the brake cylinder pressure and the train pipe pressure are below 80 kPa, a voice prompt “Beware of slippage” will be issued. S8. If no human intervention signal is received within 10 seconds, an emergency braking operation will be performed.

[0016] Furthermore, it also includes braking redundancy control steps: S9. After performing a common braking operation, the brake cylinder pressure value is detected in real time by the brake cylinder pressure sensor. S10. If the brake cylinder pressure value does not reach the preset brake pressure threshold within a preset time, it is determined that the braking system is abnormal and the emergency braking operation is automatically switched to be performed.

[0017] The beneficial effects of this invention are as follows: This invention collects locomotive speed in real time through a speed acquisition module and compares it with a preset speed threshold corresponding to the shunting command. When the driver exceeds the speed limit and fails to respond in time, the system automatically performs normal braking without relying on the driver's manual operation. This effectively solves the problem of vehicle collisions caused by driver inattention and fatigue, and significantly reduces safety accidents caused by human error.

[0018] This invention uses multiple pressure sensors to detect the pressure values ​​of each key air path in the braking system in real time and feeds them back to the digital leveling system. The system can judge the execution effect of the braking command in real time. When the normal braking fails, it automatically switches to emergency braking, forming a dual safety redundancy, avoiding accidents caused by braking failure, realizing closed-loop control of the braking process, and improving braking reliability.

[0019] This invention automatically monitors the pressure of the brake cylinder and train pipe when the locomotive is stopped. When the pressure is lower than the safety threshold, it first issues a voice warning. If the warning is not dealt with in time, it automatically triggers emergency braking, thus realizing unattended safety protection when the locomotive is stopped and solving the hidden danger of locomotive running away. Attached Figure Description

[0020] The present invention will be further described below with reference to the accompanying drawings: Figure 1 This is a schematic diagram of the structure of an automatic protection system for rail locomotives according to the present invention.

[0021] Figure 2 This is a schematic diagram of the braking system in this invention.

[0022] In the diagram: 1-Main air duct solenoid valve; 2-Main air shut-off solenoid valve; 3-Equalizing air cylinder solenoid valve; 4-Train pipe venting solenoid valve; 5-Pressure relief solenoid valve; 6-Equalizing air cylinder pipe shut-off valve; 7-Main air shut-off pipe shut-off valve; 8-Equalizing air cylinder pressure sensor; 9-Train pipe pressure sensor; 10-Main air duct pressure sensor; 11-Main air shut-off pipe pressure sensor; 12-Brake cylinder pressure sensor; 13-Train pipe; 14-Actuating pipe. Detailed Implementation

[0023] The present application will now be described in further detail with reference to the accompanying drawings. It should be noted that the following specific embodiments are only used to further illustrate the present application and should not be construed as limiting the scope of protection of the present application. Those skilled in the art can make some non-essential improvements and adjustments to the present application based on the above application content.

[0024] This invention is based on the existing digital leveling system and JZ-7 air brake commonly used in railway stations. It does not require replacement of the original main equipment, has low modification cost and strong compatibility.

[0025] like Figures 1 to 2As shown, this invention provides an automatic protection system for rail locomotives, comprising a digital leveling system, a speed acquisition module, and a braking system. The speed acquisition module uses a speed sensor, and its signal output terminal is electrically connected to the input port of the digital leveling system. It is used to acquire the locomotive's running speed in real time and send it to the digital leveling system. The digital leveling system retains the original functions of receiving, displaying, and broadcasting shunting instructions. A new input port is added to receive feedback signals from various pressure sensors, and a new output port is added to control the on / off state of various electrically controlled solenoid valves.

[0026] The digital shunting system receives shunting instructions and locomotive speed signals sent by the speed acquisition module. It compares the locomotive speed with the preset speed threshold corresponding to the shunting instruction. When the locomotive speed exceeds the preset speed threshold and continues for a first preset time, it controls multiple electronically controlled solenoid valves to perform normal braking operations. When an emergency stop instruction is received or an abnormality in the braking system is detected, it controls multiple electronically controlled solenoid valves to perform emergency braking operations.

[0027] In this embodiment, the braking system is based on the JZ-7 type air brake, with the addition of multiple electrically controlled solenoid valves, multiple pressure sensors, two shut-off valves and supporting pipelines. The air brake includes a main air cylinder, an automatic braking valve, a relay valve, a balance air cylinder, train pipe 13, a distribution valve, an actuation valve and a brake cylinder.

[0028] The multiple electrically controlled solenoid valves are: main air duct solenoid valve 1, main air shut-off solenoid valve 2, equalizing air cylinder solenoid valve 3, train pipe venting solenoid valve 4, and pressure relief solenoid valve 5. In addition, a bypass valve is also provided.

[0029] The main air duct solenoid valve 1 is connected in series between the main air cylinder and the automatic brake valve. Its circuit end is electrically connected to the output port of the digital leveling system. The air inlet 1A at the air passage end is connected to the main air cylinder through a 14mm main air cylinder pipe, and the air outlet 1B is connected to the main air duct interface of the automatic brake valve through a 14mm main air cylinder pipe. It is used to cut off or open the air supply path from the main air cylinder to the automatic brake valve.

[0030] The main air shut-off solenoid valve 2 is connected in series between the main air cylinder and the main air shut-off valve of the relay valve. Its circuit end is electrically connected to the output port of the digital leveling system. The air inlet 2B of the air circuit end is connected to the main air cylinder through a 10mm main air shut-off pipe, and the air outlet 2C is connected to the main air shut-off valve interface of the relay valve through a 10mm main air shut-off pipe. It is used to supply air to the main air shut-off valve of the relay valve to stabilize its working state. The 2A port of the main air shut-off solenoid valve 2 is connected to the automatic brake valve.

[0031] The equalizing air cylinder solenoid valve 3 is connected in parallel with the equalizing air cylinder. Its circuit end is electrically connected to the output port of the digital equalizing system. The air inlet 3A at the air circuit end is connected to the equalizing air cylinder through a 10mm equalizing air cylinder pipe. The exhaust port is open to the atmosphere to discharge the pressurized air in the equalizing air cylinder.

[0032] The train pipe venting solenoid valve 4 is connected in parallel with the train pipe 13. Its circuit end is electrically connected to the output port of the digital leveling system. The air inlet of the air passage is connected to the train pipe 13, and the exhaust port is open to the atmosphere. It is used to directly discharge the pressurized air in the train pipe 13 to the atmosphere to achieve emergency braking.

[0033] The circuit end of the pressure relief solenoid valve 5 is electrically connected to the output port of the digital leveling system, and the air circuit end is connected in parallel with the air outlet side pipe 1B of the main air duct solenoid valve 1. It is used to adjust the pressure of the air outlet side pipe of the main air duct solenoid valve 1 to ensure the accurate exhaust time of the equalizing air cylinder.

[0034] The bypass valve is connected in parallel with the main air shut-off solenoid valve 2. Its air inlet is connected to the main air cylinder and the air inlet 2B of the main air shut-off solenoid valve 2 through a 10mm main air shut-off pipe. Its outlet is connected to the main air shut-off valve interface of the relay valve through a 10mm main air shut-off pipe. It is used to provide a backup air supply path to the relay valve to stabilize its working state when the main air shut-off solenoid valve 2 fails.

[0035] The pressure sensors include equalizing cylinder pressure sensor 8, train pipe pressure sensor 9, main air pipe pressure sensor 10, main air cutoff pipe pressure sensor 11, and brake cylinder pressure sensor 12. The circuit end of the equalizing cylinder pressure sensor 8 is electrically connected to the feedback port of the digital leveling system, and the air path end is connected to the equalizing cylinder pipe, which is used to detect the pressure value of the equalizing cylinder in real time.

[0036] The circuit end of the train pipe pressure sensor 9 is electrically connected to the feedback port of the digital leveling system, and the air circuit end is connected to the train pipe 13 to detect the pressure value of the train pipe 13 in real time.

[0037] The circuit end of the main duct pressure sensor 10 is electrically connected to the feedback port of the digital leveling system, and the air path end is connected to the air outlet side pipeline of the main duct solenoid valve 1, which is used to detect the pressure value of the air outlet side of the main duct solenoid valve 1 in real time.

[0038] The circuit end of the main air shut-off pipe pressure sensor 11 is electrically connected to the feedback port of the digital leveling system, and the air path end is connected to the air outlet pipe 2C of the main air shut-off solenoid valve 2, which is used to detect the pressure value of the air outlet side of the main air shut-off solenoid valve 2 in real time.

[0039] The circuit end of the brake cylinder pressure sensor 12 is electrically connected to the feedback port of the digital leveling system, and the air circuit end is connected to the pipeline of the brake cylinder, which is used to detect the pressure value of the brake cylinder in real time.

[0040] The shut-off valves include a balanced air cylinder pipe shut-off valve 6 and a main air shut-off pipe shut-off valve 7. The balanced air cylinder pipe shut-off valve 6 is connected in series between the balanced air cylinder pipe and the balanced air cylinder solenoid valve 3, and is used to cut off the air path of the balanced air cylinder during maintenance. The main air shut-off pipe shut-off valve 7 is connected in series between the main air cylinder and the air inlet of the main air shut-off solenoid valve 2, and is used to cut off the air supply path of the main air shut-off valve during maintenance.

[0041] One end of the distribution valve is connected to the relay valve through the train pipe 13, and the other end is connected to the actuation valve through the actuation pipe 14. It is used to control the charging and venting state of the actuation pipe 14 according to the pressure change of the train pipe 13. The actuation valve is connected to the main air cylinder, the actuation pipe 14 and the brake cylinder air circuit respectively. It is used to open the charging passage from the main air cylinder to the brake cylinder or the venting passage from the brake cylinder to the atmosphere according to the pressure change of the actuation pipe 14.

[0042] This invention also provides an automatic protection method for rail locomotives, which can achieve four core protection functions. The specific working process is as follows: I. Common Braking Functions When shunting personnel approach the vehicles to be coupled, they send distance warning instructions of "ten cars", "five cars", and "three cars" to the digital leveling system via handheld devices. The corresponding preset speed thresholds are 10km / h, 5km / h, and 3km / h, respectively.

[0043] S1, The speed acquisition module collects the locomotive's running speed in real time and sends it to the digital leveling system; S2, The digital leveling system receives shunting instructions; S3. The digital shunting system compares the received locomotive speed signal with the preset speed threshold corresponding to the shunting command. S4. When the locomotive speed exceeds the preset speed threshold, it will immediately issue a continuous voice alarm of "overspeed, overspeed". If the driver still does not take manual braking measures after 3 seconds, the digital leveling system will automatically take over the braking control and multiple electronically controlled solenoid valves will perform common braking operations. S4.1 The solenoid valve 1 of the main air duct of the digital leveling system is energized and closed, cutting off the air supply path from the main air cylinder to the automatic brake valve to prevent driver misoperation. S4.2. Control the solenoid valve 3 of the equalizing air cylinder to open and discharge the pressurized air in the equalizing air cylinder. The discharge time is controlled within 5 to 7 seconds. S4.3 The digital leveling system controls the opening duration of the pressure relief solenoid valve 5 based on the real-time detection values ​​of the equalizing cylinder pressure sensor 8 and the main air duct pressure sensor 10, and fine-tunes the pipeline pressure to ensure the accurate exhaust time of the equalizing cylinder. S4.4 When the main air shut-off solenoid valve 2 is energized and opened, the air inlet 2B at the air passage end supplies air to the main air shut-off valve of the relay valve through the air outlet 2C, and closes the air supply passage from the relay valve to the train pipe 13, so that the relay valve can work stably. S4.5 After the equalizing air cylinder depressurizes, the relay valve controls the train pipe 13 to depressurize synchronously. The train pipe pressure sensor 9 provides real-time feedback on pressure changes. After the distribution valve detects the pressure drop in the train pipe 13, it opens the air passage from the main air cylinder to the action valve action pipe 14. After the action valve detects the pressure rise in the action pipe 14, it opens the air passage from the main air cylinder to the brake cylinder. The brake cylinder is pressurized to generate braking force, and the locomotive decelerates smoothly. The brake cylinder pressure sensor 12 detects the pressure value of the brake cylinder in real time. When the pressure reaches the preset normal braking pressure, the digital leveling system controls each electronically controlled solenoid valve to reset, maintaining the braking state until the locomotive speed drops below the safety threshold.

[0044] II. Emergency Braking Function When shunting personnel discover an emergency, they can send a single "stop" command or two consecutive "stop" commands to the digital shunting system via a handheld device. The digital shunting system will then control multiple electronically controlled solenoid valves to perform an emergency braking operation, as follows: S5.1 The solenoid valve 1 of the main air duct of the digital leveling system is energized and closed, cutting off the air supply path from the main air cylinder to the automatic brake valve; S5.2. Control the solenoid valve 3 of the equalizing air cylinder to open and discharge the pressurized air in the equalizing air cylinder; S5.3 When the main air shut-off solenoid valve 2 is energized and opened, the air inlet 2B at the air circuit end supplies air to the main air shut-off valve of the relay valve through the air outlet 2C, closes the passage of the relay valve to the train pipe 13, and stabilizes the working state of the relay valve. S5.4. When the control train pipe venting solenoid valve 4 is energized and opened, the pressurized air in the train pipe 13 is directly discharged to the atmosphere, so that the pressure in the train pipe 13 drops to zero quickly. S5.5 After the distribution valve detects a sudden drop in pressure in the train pipe 13, it quickly opens the air passage from the main air cylinder to the actuating valve pipe 14. The actuating valve then quickly opens the air passage from the main air cylinder to the brake cylinder, and the locomotive and rolling stock complete emergency braking. The brake cylinder pressure sensor 12 detects the braking pressure in real time and confirms that the emergency braking has taken effect.

[0045] III. Anti-rollover control function in parking state When the locomotive is stationary, the digital leveling system continuously monitors the braking system pressure through brake cylinder pressure sensor 12 and train pipe pressure sensor 9: When the brake cylinder pressure and the train pipe 13 pressure are both detected to be below 80 kPa, a voice prompt "Beware of slippage" will be issued within 6 seconds to remind on-site personnel to take action. If no manual intervention signal is received within 10 seconds (such as the driver manually braking or the shunting operator canceling the warning), the digital leveling system will automatically trigger emergency braking and execute the above-mentioned emergency braking operation procedure to prevent the locomotive from running away.

[0046] IV. Braking Redundancy Control Function This system is equipped with dual redundancy for both normal braking and emergency braking: After performing a common braking operation, the digital leveling system detects the pressure value of the brake cylinder in real time through the brake cylinder pressure sensor 12. If the brake cylinder pressure does not reach the preset service brake pressure threshold within 3 seconds, the service brake is deemed to have failed. The system immediately and automatically switches to emergency braking to ensure the locomotive can stop reliably and avoid accidents caused by brake failure.

[0047] The above embodiments are merely illustrative of several implementation methods of the present invention, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the protection scope of the present invention.

Claims

1. An automatic protection system for rail locomotives, comprising a digital leveling system and a braking system, characterized in that: The system also includes a speed acquisition module electrically connected to the input port of the digital leveling system for real-time acquisition of locomotive speed and transmission to the digital leveling system. The braking system includes an air brake, multiple electrically controlled solenoid valves, and multiple pressure sensors. The multiple solenoid valves are electrically connected to the output port of the digital leveling system for controlling the air circuits of the braking system according to instructions from the digital leveling system. The multiple pressure sensors are electrically connected to the feedback port of the digital leveling system for real-time detection of the pressure values ​​of each air circuit in the braking system and feedback to the digital leveling system. The digital leveling system receives shunting instructions and locomotive speed signals from the speed acquisition module, compares the locomotive speed with a preset speed threshold corresponding to the shunting instructions, and controls the multiple solenoid valves to perform normal braking operations when the locomotive speed exceeds the preset speed threshold for a first preset time. When an emergency stop instruction is received or an abnormality in the braking system is detected, the multiple solenoid valves are controlled to perform emergency braking operations.

2. The automatic protection system for rail locomotives according to claim 1, characterized in that: The air brake includes an automatic braking valve, a relay valve, a main air cylinder, a balancing air cylinder, and a train pipe. Multiple electrically controlled solenoid valves include a main air pipe solenoid valve, a main air shut-off solenoid valve, a balancing air cylinder solenoid valve, a train pipe venting solenoid valve, and a pressure relief solenoid valve. The main air pipe solenoid valve is connected in series between the main air cylinder and the automatic braking valve to cut off or open the air supply path from the main air cylinder to the automatic braking valve. The main air shut-off solenoid valve is connected in series between the main air cylinder and the main air shut-off valve of the relay valve to supply air to the main air shut-off valve of the relay valve to stabilize the working state of the relay valve. The balancing air cylinder solenoid valve is connected in parallel with the balancing air cylinder, and its exhaust port is open to the atmosphere to discharge the pressurized air inside the balancing air cylinder. The train pipe venting solenoid valve is connected in parallel with the train pipe, and its exhaust port is open to the atmosphere to directly discharge the pressurized air inside the train pipe to the atmosphere. The pressure relief solenoid valve is connected in parallel with the outlet of the main air pipe solenoid valve to regulate the pressure in the outlet pipe of the main air pipe solenoid valve.

3. The automatic protection system for rail locomotives according to claim 2, characterized in that: The braking system also includes a bypass valve and multiple shut-off valves; the bypass valve is connected in parallel with the main air cut-off solenoid valve, its inlet is connected to the main air cylinder, and its outlet is connected to the main air cut-off valve of the relay valve, for providing a backup air supply path when the main air cut-off solenoid valve fails; the multiple shut-off valves include a balance air cylinder pipe shut-off valve and a main air cut-off pipe shut-off valve, the balance air cylinder pipe shut-off valve is installed between the balance air cylinder pipe and the balance air cylinder solenoid valve, and the main air cut-off pipe shut-off valve is installed between the main air cylinder and the main air cut-off solenoid valve.

4. The automatic protection system for rail locomotives according to claim 2, characterized in that: The air brake also includes a distribution valve, an actuation valve, and a brake cylinder. One end of the distribution valve is connected to the relay valve via the train pipe, and the other end is connected to the actuation valve via the actuation pipe. The distribution valve is used to control the charging and venting state of the actuation pipe according to the pressure change of the train pipe. The actuation valve is connected to the main air cylinder, the actuation pipe, and the brake cylinder respectively, and is used to open the charging passage from the main air cylinder to the brake cylinder or the venting passage from the brake cylinder to the atmosphere according to the pressure change of the actuation pipe.

5. The automatic protection system for rail locomotives according to claim 4, characterized in that: The plurality of pressure sensors include a balance cylinder pressure sensor, a train pipe pressure sensor, a main air pipe pressure sensor, a main air cutoff pipe pressure sensor, and a brake cylinder pressure sensor; the balance cylinder pressure sensor is connected to the balance cylinder pipe and is used to detect the pressure value of the balance cylinder; the train pipe pressure sensor is connected to the train pipe and is used to detect the pressure value of the train pipe; the main air pipe pressure sensor is connected to the outlet pipe of the main air pipe solenoid valve and is used to detect the pressure value on the outlet side of the main air pipe solenoid valve; the main air cutoff pipe pressure sensor is connected to the outlet pipe of the main air cutoff solenoid valve and is used to detect the pressure value on the outlet side of the main air cutoff solenoid valve; the brake cylinder pressure sensor is connected to the brake cylinder and is used to detect the pressure value of the brake cylinder.

6. An automatic protection method for rail locomotives, employing the automatic protection system for rail locomotives as described in any one of claims 1-5, characterized in that: Includes the following steps S1, The speed acquisition module collects the locomotive's running speed in real time and sends it to the digital leveling system; S2, The digital leveling system receives shunting instructions; S3, the digital shunting system compares the locomotive speed with the preset speed threshold corresponding to the shunting command; S4. When the locomotive speed exceeds the preset speed threshold and continues for a first preset time, the digital leveling system controls multiple electronically controlled solenoid valves to perform common braking operations. S5. When an emergency stop command is received or an abnormality in the braking system is detected, the digital leveling system controls multiple electronically controlled solenoid valves to perform emergency braking operations.

7. The automatic protection method for rail locomotives according to claim 6, characterized in that, The common braking operations described in step S4 specifically include: S4.1 The solenoid valve of the main air duct of the digital leveling system is energized and closed, cutting off the air supply path from the main air cylinder to the automatic brake valve; S4.

2. Control the solenoid valve of the equalizing air cylinder to open and discharge the pressurized air in the equalizing air cylinder. The discharge time is controlled within 5 to 7 seconds. S4.

3. Control the opening of the pressure relief solenoid valve according to the detection values ​​of the equalizing air cylinder pressure sensor and the main air duct pressure sensor to ensure the accurate exhaust time of the equalizing air cylinder. S4.

4. The main air shut-off solenoid valve is energized and opened to supply air to the main air shut-off valve of the relay valve and close the passage from the relay valve to the train pipe. S4.

5. Based on the detection value of the train pipe pressure sensor, the control valve opens the air passage to the actuating valve, and the actuating valve opens the air passage from the main air cylinder to the brake cylinder, so that the locomotive and rolling stock can complete the normal braking deceleration.

8. The automatic protection method for rail locomotives according to claim 6, characterized in that: The emergency braking operation described in step S5 specifically includes: S5.1 The solenoid valve of the main air duct of the digital leveling system is energized and closed, cutting off the air supply path from the main air cylinder to the automatic brake valve; S5.

2. Control the solenoid valve of the equalizing air cylinder to open and discharge the pressurized air in the equalizing air cylinder; S5.

3. The main air shut-off solenoid valve is energized and opened to supply air to the main air shut-off valve of the relay valve and close the passage from the relay valve to the train pipe. S5.

4. When the control train pipe venting solenoid valve is energized and opened, the pressurized air in the train pipe is directly discharged to the atmosphere, so that the pressure in the train pipe drops to zero quickly. S5.

5. Based on the detection value of the train pipe pressure sensor, the control valve opens the air passage to the actuation valve, and the actuation valve opens the air passage from the main air cylinder to the brake cylinder, so that the locomotive and rolling stock can complete emergency braking.

9. The automatic protection method for rail locomotives according to claim 6, characterized in that, It also includes anti-slip control steps: S6. When the locomotive is stationary, the brake cylinder pressure and train pipe pressure are detected in real time by the brake cylinder pressure sensor and the train pipe pressure sensor. S7. When both the brake cylinder pressure and the train pipe pressure are below 80 kPa, a voice prompt "Beware of slippage" will be issued. S8. If no human intervention signal is received within 10 seconds, an emergency braking operation will be performed.

10. The automatic protection method for rail locomotives according to claim 6, characterized in that, It also includes braking redundancy control steps: S9. After performing a common braking operation, the brake cylinder pressure value is detected in real time by the brake cylinder pressure sensor. S10. If the brake cylinder pressure value does not reach the preset brake pressure threshold within a preset time, it is determined that the braking system is abnormal and the emergency braking operation is automatically switched to be performed.

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