Safety protection system for controllable train tail device of heavy haul train

Abstract

The utility model provides a safety protection system for a controllable train tail device of a heavy-load train, and belongs to the technical field of heavy-load train tail control. The problems that an existing controllable train tail device is not high in wind pressure collecting precision, and a controllable train tail cannot follow a locomotive to additionally conduct decompression braking are solved. Comprising locomotive end equipment, a controllable train tail host and a monitoring system, and the locomotive end equipment is in two-way communication with the controllable train tail host through a network part; the controllable train tail host is hung at the tail of a train and comprises a controllable train tail host GSM-R data processing module, a host control unit, a wind pressure sensor and a controllable electromagnetic exhaust unit, the host control unit is in two-way communication with locomotive end equipment through a GSM network and an AN node, and the host control unit is connected with the wind pressure sensor and the controllable electromagnetic exhaust unit; the monitoring system belongs to the AN node and sends collected data from the locomotive and the controllable train tail host in the AN node to the client terminal; the synchronous braking device is applied to synchronous braking of the Dabin line heavy haul train.

Description

Technical Field

[0001] The utility model provides a safety protection system for a controllable tail device of a heavy-load train, belonging to the technical field of tail devices of heavy-load trains. Background Art

[0002] The Daqin Railway, my country's first dedicated heavy-haul railway, has made significant contributions to the development of the national economy since its opening. However, as the national economy develops, the country's demand for energy is also growing year by year. Consequently, the Daqin Railway's transportation volume has also increased significantly year by year.

[0003] There are two main ways to increase railway freight volume: one is to increase the number of train pairs running daily, and the other is to increase the weight of the trains. However, increasing the number of train pairs is subject to many constraints. Therefore, the most effective way to increase freight volume is to increase the weight of the trains, that is, to develop heavy-haul trains. This is also an effective way for heavy-haul railways around the world to increase their capacity and volume.

[0004] Heavy-load transportation is an important part of railway transportation. At present, heavy-load trains operated in various countries around the world mainly adopt two advanced technologies, one is ECP technology and the other is locomotive synchronous control technology.

[0005] Using locomotive synchronization control technology to operate heavy-load combination trains involves placing multiple locomotives at the head, appropriate locations in the middle, and rear of the train. The train driver controls the head locomotive to synchronize the movements of all locomotives in the train, completing the train's starting, traction, and braking. To achieve this, three key technical challenges must be addressed: real-time communication between locomotives, cyclic braking, and longitudinal impulse during braking. Currently, countries around the world are using GE's locomotive synchronization control technology, with one locomotive positioned at the rear of the train.

[0006] Only two of the newly introduced HXD1 high-power locomotives are needed to meet the traction power requirements of a 20,000-ton train. However, in order to meet the downhill braking requirements of the 20,000-ton train on the Daqin Line, the 20,000-ton traction plan formulated when the locomotive was first introduced was to use three Harmony locomotives in a 1+1+1 manner to operate 20,000-ton trains.

[0007] If three Harmony locomotives are used in operation, the last Harmony locomotive actually only serves to fill and exhaust the train. If the two locomotives have enough time to fill the air, the tail device replaces the decompression braking function of the locomotive brake. Therefore, the main function of the tail device is to control the tail host at the rear of the train to synchronize decompression braking with the main locomotive under the control of the main locomotive (master locomotive). This type of tail device is called a controllable tail device.

[0008] However, the controllable tail device has also exposed problems such as insufficient performance and functions during long-term equipment operation. For example, the tail of the train does not follow the braking during additional braking, the tail host only follows the pressure reduction of 50kPa under large pressure reduction braking conditions, and a large echo is generated when the exhaust is shut down.

[0009] Therefore, in order to ensure the safe use of the controllable tail device and improve the safety of the controllable tail device, the utility model upgrades the controllable tail device and proposes a system based on the optimization and improvement research of the existing controllable tail device of the Daqin Line. Utility Model Content

[0010] In order to solve the above technical problems, the utility model proposes a safety protection system for a controllable tail device of a heavy-load train.

[0011] The technical solution adopted by the utility model is: a safety protection system for a controllable tail device of a heavy-load train, comprising a locomotive-side device, a controllable tail host, and a monitoring system. The locomotive-side device performs two-way communication with the controllable tail host via a network. The locomotive-side device includes a controllable tail control box for controlling the controllable tail host to participate in train synchronous braking, a locomotive operation monitoring device, and a locomotive GSM-R data processing center. The locomotive operation monitoring device transmits train pipe pressure and equalizing air cylinder pressure to the controllable tail control box. The controllable tail control box is also connected to a pressure transmitter for collecting equalizing air cylinder pressure.

[0012] The controllable tail host is hung at the rear of the train and includes a controllable tail host GSM-R data processing module, a host control unit, a wind pressure sensor, and a controllable electromagnetic exhaust unit. The host control unit communicates bidirectionally with the controllable tail control box through the controllable tail host GSM-R data processing module and the locomotive GSM-R data processing center. The host control unit is connected to a wind pressure sensor for collecting vehicle air duct pressure. The host control unit is also connected to a controllable electromagnetic exhaust unit, and exhaust of the train brake pipe is achieved through the controllable electromagnetic exhaust unit.

[0013] The monitoring system is dependent on the AN node and sends the data collected from the locomotive and the controllable tail host in the AN node to the client terminal.

[0014] Furthermore, the pressure transmitter has two collection channels, one main and one backup, for collecting the pressure of the train's balancing air cylinder.

[0015] Furthermore, the controllable tail control box includes a control box control unit, a data acquisition and processing unit, a button, a liquid crystal display unit, a control box storage unit, and a speaker. The control box control unit is connected to the data acquisition and processing unit, the button, the liquid crystal display unit, the control box storage unit, and the speaker through cables respectively. The data acquisition and processing unit is also connected to the pressure transmitter and the locomotive operation monitoring device.

[0016] Furthermore, the controllable tail host also includes a host storage unit, an automatic flash unit, an antenna, a power supply unit, a battery, an air duct and a hanging unit, and the host control unit is connected to the host storage unit, the automatic flash unit, the antenna, the power supply unit, the battery and the hanging unit via cables.

[0017] Furthermore, the controllable electromagnetic exhaust unit is a multi-diameter solenoid valve group, which adopts a three-valve body with a series and parallel structure, wherein two parallel valves are used to control the exhaust pressure reduction, and one series valve is used to prevent air leakage from the parallel valve.

[0018] Furthermore, the locomotive GSM-R data processing center exchanges data with the controllable train tail host GSM-R data processing module through the GSM-R network and AN node.

[0019] Furthermore, the wind pressure sensor and the controllable electromagnetic exhaust unit are installed on an air duct connected to a brake pipe interface of the vehicle.

[0020] Compared to existing technologies, this utility model offers the following advantages: By optimizing and improving the existing controlled tail train system on the Daqin Line, it resolves issues such as low wind pressure acquisition accuracy and the inability of the controlled tail train to follow the locomotive's additional pressure reduction braking. This improves the synchronization of tail train braking, contributing to enhanced train safety. Furthermore, the optimized and improved controlled tail train system on the Daqin Line has excellent practical value and promising prospects for widespread application. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present invention will be further described below with reference to the accompanying drawings:

[0022] Figure 1 This is a schematic diagram of the overall framework structure of the system of the utility model;

[0023] Figure 2 This is a schematic diagram of the structure of the controllable tail control box of the utility model;

[0024] Figure 3 This is a schematic diagram of the structure of the controllable tail host of the utility model. DETAILED DESCRIPTION

[0025] like Figures 1 to 3As shown, this utility model provides a safety protection system for a controllable tail unit on heavy-haul trains. Based on the operational experience of this controllable tail unit, the system's safety has been studied. This system improves the accuracy of data collection and adds a warning function for when the tail unit's air pressure and exhaust time exceed thresholds. This enhances the system's operational safety and ensures the safe operation of 20,000-ton heavy-haul combined trains on the Daqin Line. The system primarily consists of four components: 1. Locomotive equipment; 2. Network (GSM-R network and AN node controller); 3. Controllable tail unit; and 4. Monitoring system.

[0026] The locomotive-side equipment includes a controllable tail control box, a pressure transmitter, a locomotive GSM-R data processing center (OCU), a locomotive operation monitoring device (LKJ), etc. The locomotive operation monitoring device communicates with the controllable tail control box in a single line through the RS485 interface, and sends the train pipe pressure and the equalizing air cylinder pressure to the controllable tail control box. The controllable tail control box communicates with the locomotive GSM-R data processing center in two directions through the RS422 interface, and the equalizing air cylinder pressure is also sent to the controllable tail control box through the RS485 interface of the pressure transmitter.

[0027] like Figure 2 As shown, the controllable tail control box is mainly used to control the controllable tail host to participate in the synchronous braking of the train. The controllable tail control box includes a control box control unit, a data acquisition and processing unit, buttons, a liquid crystal display unit, a control box storage unit, a speaker, etc. The control box control unit is connected to the data acquisition and processing unit, buttons, liquid crystal display unit, control box storage unit, and speaker through cables. The data acquisition and processing unit is also connected to the pressure transmitter and LKJ.

[0028] The control box control unit is the core component of the controllable tail train control, processing tail train information, executing tail train commands, and monitoring the operating status of other units. The data acquisition and processing unit receives pressure information from the pressure transmitter and the equalizing air cylinder collected by the LKJ, determines synchronous braking, and provides operating information to the control box control unit. The LCD unit facilitates human-machine interaction, displaying the locomotive number, air pressure value, equalizing air cylinder pressure, battery charge, and operating status. The control box storage unit records the entire equipment operation process in real time. The speaker broadcasts the voice messages from the controllable tail train control box.

[0029] The network part includes the GSM-R network and AN node controller.

[0030] The controllable tail host is hung at the rear of the train and installed on the coupler of the vehicle at the rear of the train. It consists of a controllable tail host GSM-R data processing module (TCU module), a host control unit, a wind pressure sensor and a controllable electromagnetic exhaust unit, a host storage unit, an automatic flash unit, an antenna, a power supply unit, a battery, an air duct and a hanging unit. The host control unit and the TCU module realize two-way communication through the RS422 interface. The wind pressure sensor and the controllable electromagnetic exhaust unit are arranged at the train air duct interface, and the train air duct pressure is sent to the host control unit. The host control unit controls the exhaust solenoid valve of the controllable electromagnetic exhaust unit according to the train air duct pressure. The power supply unit supplies power to the host control unit. The host control unit is also electrically connected to the host storage unit, the automatic flash unit and the hanging unit at the rear of the vehicle.

[0031] The host control unit is the core component of the controllable tail unit, responsible for processing tail information, executing tail commands, and monitoring the operating status of other units. The TCU module is a device capable of sending and receiving wireless communication signals. The air pressure sensor and controllable electromagnetic exhaust unit are used to feed back duct pressure information to the host control unit. Upon receiving exhaust commands from the host control unit, the solenoid valve is activated for exhaust. The controllable electromagnetic exhaust unit utilizes a multi-diameter solenoid valve. To prevent malfunction, the exhaust circuit incorporates a self-protection mechanism. The host storage unit records the entire equipment operation process in real time. The automatic flash unit is a programmable flashing device that turns off during the day and automatically turns on at night. A digital window displays various host information. The power supply unit supplies power to the battery in the controllable tail unit, with a rated voltage of 7.2V. The coupling unit and air duct are connected to the train's main air duct via a coupler-mounted lock.

[0032] The monitoring system primarily operates within the AN node, collecting and processing data from the locomotive and the controllable tail unit within the AN node. This data is then sent to the client terminal, which, through dedicated monitoring system analysis software, can display the actual operating status of the controllable tail unit. This includes information such as the train's location, data exchange between the locomotive and the controllable tail unit, and the unit's operating status. The latter includes information such as changes in tail wind pressure, the current capacity of the unit's battery, and the operating status of the unit's communication module (TCU). The monitoring system also boasts powerful data storage and retrieval capabilities. It can retrieve the operating status of the controllable tail unit over a considerable period of time and generate corresponding records for analysis by controllable tail unit operators and managers.

[0033] The basic working principle of the utility model system is as follows:

[0034] The control box at the end of the train sends digital coded instructions through the OCU; the TCU module of the host at the end of the train receives and decodes the instructions and sends them to the host control unit for processing;

[0035] The microprocessor on the host control unit identifies the instruction and checks the locomotive number and the host ID at the end of the train. It then drives the relevant control circuits to execute the corresponding instructions, such as reading the wind pressure data from the wind pressure sensor, driving the controllable solenoid valve exhaust unit to exhaust air, controlling the automatic flash unit to display real-time information, and storing data in the host storage unit.

[0036] The host control unit will return the execution results in the form of digital code to the controllable train tail control box through the TCU module.

[0037] The main functions of this utility model system are as follows:

[0038] Controllable tail control box:

[0039] Register and deregister with AN nodes through OCU;

[0040] Communication function with AN nodes through OCU;

[0041] Receive information such as the balanced air cylinder pressure and time from LKJ or pressure transmitter and transmit it to the controllable tail host;

[0042] Upload data to the controllable train tail monitoring equipment through OCU and AN nodes;

[0043] Display locomotive number, air pressure value, air pressure of equalizing air cylinder, battery power and working status;

[0044] Manual and automatic query of tail wind pressure and battery power function;

[0045] Operate the controllable rear main engine auxiliary exhaust brake function;

[0046] Display and voice prompt automatic alarm function for battery undervoltage and abnormal main air pressure;

[0047] Voice prompt for connection interruption at the end of the train;

[0048] Parameter setting storage function;

[0049] Data recording and downloading function.

[0050] Controllable tail host:

[0051] Register and deregister with AN nodes;

[0052] Communication function with AN nodes;

[0053] Function of establishing a train tail connection relationship with the locomotive end equipment;

[0054] Automatic alarm functions for marking the rear of the train, air pressure inspection, auxiliary exhaust brake, battery undervoltage and abnormal main air pressure;

[0055] Synchronous braking function, decompression timing, decompression rate and decompression amount are synchronized with the braking of the main locomotive;

[0056] Data logging and downloading capabilities.

[0057] The main technical parameters of the utility model system are as follows:

[0058] It can meet the requirement of 600kPa constant pressure of train brake main pipe. The main technical parameters are as follows:

[0059] The synchronous brake decompression rate meets the requirements of the vehicle brake machine of 10kPa / s to 40kPa / s;

[0060] Train pipe decompression echo pressure difference: <5kPa;

[0061] Maximum allowable error of wind pressure feedback: 5kPa;

[0062] During synchronous braking, the error of actual pressure reduction at the tail is no more than 10kPa;

[0063] Controllable train tail host GSM-R communication module (TCU) receiving sensitivity: ≤-104dBm;

[0064] Wind pressure exceeding limit warning: >610 kPa;

[0065] Initial brake exhaust timeout warning: ≥35s;

[0066] Large pressure reduction and exhaust timeout warning: ≥55s.

[0067] Based on the structure and functions of the above-mentioned system, the present invention also proposes a synchronous decompression method for a controllable tail unit of a heavy-load train. When the driver operates the train's air brake system to brake and decelerate the train, the controllable tail unit generates control instructions based on the pressure reduction information of the balancing air cylinder (pressure reduction information ≥ 30kPa). The control box of the controllable tail unit controls the controllable tail unit to synchronously decompress the train pipe at the rear of the train (the air pressure of the controllable tail unit is > 560kPa) through the GSM-R network and the LOCOTROL ground application node (AN). When the pressure reduction reaches a given value, the pressure reduction stops. Specifically, the method mainly includes the following steps:

[0068] S1: When the driver needs to brake, he operates the locomotive brake to reduce pressure, and the pressure of the equalizing air cylinder is sent to the controllable tail control box through the pressure transmitter or the RS485 interface of LKJ;

[0069] S2: After judgment, the control box at the rear of the controlled train sends the decompression information (including decompression start time and decompression amount, etc.) to the OCU via the RS422 interface. The OCU exchanges data with the TCU module in the controllable rear host computer at the rear of the train via the GSM-R network and the AN node. The TCU module sends the relevant data to the host control unit of the controllable rear host computer via the RS422 interface.

[0070] S3: The host control unit controls the controllable electromagnetic exhaust unit to exhaust and reduce pressure based on the decompression information transmitted from the locomotive and the synchronous decompression strategy.

[0071] In this way, the synchronous decompression of the locomotive and the controllable tail device is completed, so as to achieve the purpose of synchronous braking of the head and tail of the train.

[0072] Specifically, the strategy for synchronous decompression is as follows:

[0073] S3.1: Initial braking following strategy: the locomotive is at a constant pressure of 600kPa, the initial braking balancing air cylinder is decompressed by 30~50kPa (the decompression stop value of the balancing air cylinder is 550kPa~570kPa), and the controllable tail host synchronously follows to decompress; when the decompression of the balancing air cylinder is greater than 50kPa (the stop value is lower than 550kPa), the controllable tail host uses 550kPa as the target value to decompress.

[0074] S3.2: Additional Braking Follow-Up Strategy: When the locomotive's additional decompression is less than 10kPa, the controllable tail main engine will not follow the additional decompression. When the locomotive's additional decompression is between 10kPa and 20kPa, the controllable tail main engine will only follow the additional decompression by 10kPa. When the locomotive's additional decompression is greater than 20kPa, the controllable tail main engine will only follow the additional decompression by 15kPa. The additional decompression can be followed multiple times, with intervals of 20 seconds or more, and the termination value of the controllable tail main engine's additional decompression must not be less than 510kPa.

[0075] S3.3: Penalty braking following strategy: When the train is subjected to penalty braking (100kPa), the controllable tail host follows the locomotive to reduce pressure with 510kPa as the target value.

[0076] S3.4: Manual large decompression braking following strategy: The driver manually implements 50~94kPa decompression braking (stop value is higher than 505kPa), and the controllable tail main engine uses 550kPa as the target value to reduce pressure; the driver manually implements 95~170kPa (stop value is lower than or equal to 505kPa) decompression braking, and the controllable tail main engine uses 510kPa as the target value to follow the locomotive's decompression.

[0077] S3.5: Braking and decompression strategy when air pressure is insufficient: When the tail wind pressure is between 560kPa and 580kPa, the braking and decompression operation is performed, and the controllable tail main engine uses 550kPa as the target value for decompression; when the tail wind pressure is lower than 560kPa, the braking and decompression operation is performed, and the controllable tail main engine does not perform decompression action.

[0078] S3.6: If the locomotive performs a release operation during the synchronous braking of the controllable tail host, the controllable tail control box sends a release instruction to the controllable tail host. The controllable tail host immediately stops the synchronous braking after receiving the release instruction sent by the controllable tail control box.

[0079] S3.7: Synchronous braking will not be activated when the pressure reduction of the balancing air cylinder is less than 30kPa or the air pressure of the controllable tail main engine is ≤560kPa.

[0080] The utility model can improve the accuracy of collecting locomotive decompression by the controllable tail control box:

[0081] The synchronous braking information of the existing controllable tail device is obtained from the LKJ of the master locomotive. The LKJ locomotive balancing air cylinder pressure display value is in units of 10kPa, which cannot accurately reflect the locomotive balancing air cylinder pressure value.

[0082] The existing solution encapsulates only one balanced air cylinder pressure collection sensor in the pressure transmitter. When an abnormality or failure occurs in the sensor, the control box collection unit switches from the pressure transmitter mode to the LKJ mode.

[0083] This utility model adds a balanced air cylinder pressure collection sensor, which is encapsulated in the pressure transmitter, for a total of two collection channels. Both channels work in hot standby mode. If one sensor fails or malfunctions, the balanced air cylinder data collected by the other channel can be immediately output to the control box. If both channels fail or malfunction, the control box's collection unit switches from pressure transmitter mode to LKJ mode.

[0084] The utility model can realize the controllable tail device to follow the additional pressure reduction and large pressure reduction:

[0085] This utility model combines the actual application on site and the safety of synchronous braking control, and combines the test results to redesign the specific exhaust control strategy:

[0086] (1) The controllable tail device follows the locomotive to apply additional decompression braking in the initial braking and pressure-maintaining state:

[0087] During the initial braking and 50kPa pressure maintenance process of the train, the additional pressure reduction information of the balancing air cylinder is collected, and the controllable tail control box sends an additional pressure reduction instruction to the controllable tail host, and the controllable tail host performs additional exhaust.

[0088] When the locomotive's additional decompression is less than 10kPa, the controllable tail main engine will not follow the additional decompression. When the locomotive's additional decompression is between 10kPa and 20kPa, the controllable tail main engine will only follow the additional decompression by 10kPa. When the locomotive's additional decompression is greater than 20kPa, the controllable tail main engine will only follow the additional decompression by 15kPa. The additional decompression can be repeated multiple times, and the termination value of the controllable tail main engine's additional decompression must not be less than 510kPa.

[0089] (2) The controllable tail device follows the locomotive's large decompression braking in the fully relieved state. For the penalty braking of 100kPa decompression and manual decompression braking of 95-170kPa, the tail of the train follows the decompression to 510kPa.

[0090] Through the above-mentioned follow-up decompression braking, the impulse during the train braking process is reduced, and the timeliness and safety of the train speed control are improved.

[0091] The utility model adopts a multi-diameter electromagnetic valve group for exhaust, reducing the impact of echo:

[0092] The new multi-port solenoid valve group features a three-valve design with a series and parallel structure. Two parallel valves control exhaust pressure reduction, while a series valve prevents air leakage from the parallel valves. This effectively suppresses echo pressure differentials and provides added safety protection against air leakage.

[0093] During synchronous braking, the new multi-diameter solenoid valve assembly controls the number and sequence of solenoid valve openings, creating a smooth, decreasing transition from opening to closing while meeting the standard synchronous braking decompression rate. The variable exhaust port diameter allows for precise braking control at varying exhaust rates. This smooth, decreasing exhaust port diameter minimizes the impact of echoes.

[0094] The new multi-diameter solenoid valve group series main valve can be programmed to shut off the exhaust channel when the parallel valve leaks or gets stuck, playing a fault safety guiding role.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A safety protection system for a controllable tail device of a heavy-load train, characterized by: The system includes locomotive-side equipment, a controllable tail host, and a monitoring system. The locomotive-side equipment performs two-way communication with the controllable tail host via a network. The locomotive-side equipment includes a controllable tail control box for controlling the controllable tail host to participate in train synchronous braking, a locomotive operation monitoring device, and a locomotive GSM-R data processing center. The locomotive operation monitoring device transmits train pipe pressure and equalizing air cylinder pressure to the controllable tail control box. The controllable tail control box is also connected to a pressure transmitter for collecting equalizing air cylinder pressure. The controllable tail host is hung at the rear of the train and includes a controllable tail host GSM-R data processing module, a host control unit, a wind pressure sensor, and a controllable electromagnetic exhaust unit. The host control unit communicates bidirectionally with the controllable tail control box through the controllable tail host GSM-R data processing module and the locomotive GSM-R data processing center. The host control unit is connected to a wind pressure sensor for collecting vehicle air duct pressure. The host control unit is also connected to a controllable electromagnetic exhaust unit, and exhaust of the train brake pipe is achieved through the controllable electromagnetic exhaust unit. The monitoring system is dependent on the AN node and sends the data collected from the locomotive and the controllable tail host in the AN node to the client terminal.

2. A safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The pressure transmitter has two collection channels, one main and one backup, for collecting the pressure of the train's balancing air cylinder.

3. The safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The controllable tail control box includes a control box control unit, a data acquisition and processing unit, a button, a liquid crystal display unit, a control box storage unit, and a speaker. The control box control unit is connected to the data acquisition and processing unit, the button, the liquid crystal display unit, the control box storage unit, and the speaker through cables respectively. The data acquisition and processing unit is also connected to the pressure transmitter and the locomotive operation monitoring device.

4. The safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The controllable tail host also includes a host storage unit, an automatic flash unit, an antenna, a power supply unit, a battery, an air duct and a hanging unit. The host control unit is connected to the host storage unit, the automatic flash unit, the antenna, the power supply unit, the battery and the hanging unit via cables.

5. The safety protection system for a controllable tail device of a heavy-load train according to claim 4, characterized in that: The controllable electromagnetic exhaust unit is a multi-diameter electromagnetic valve group, which adopts a three-valve body with a series and parallel structure, wherein two parallel valves are used to control the exhaust pressure reduction, and one series valve is used to prevent air leakage from the parallel valve.

6. The safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The locomotive GSM-R data processing center exchanges data with the controllable train tail host GSM-R data processing module through the GSM-R network and AN node.

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