Emergency braking exhaust system of locomotive

Abstract

The utility model relates to the technical field of locomotive control, and provides a locomotive emergency braking exhaust system which comprises a shunting portable table, a shunting locomotive controller and a locomotive emergency braking exhaust device, and the shunting portable table is used for being held by a worker; the shunting locomotive controller is in communication connection with the shunting portable station; the locomotive emergency braking air exhaust device is in wired communication connection with the shunting locomotive controller, the locomotive emergency braking air exhaust device is arranged in a shunting locomotive and connected to an air exhaust port of a locomotive auxiliary air cylinder, and the locomotive emergency braking air exhaust device is used for controlling the locomotive auxiliary air cylinder to conduct air exhaust braking. The locomotive emergency braking exhaust device is light in size, single in function and capable of being jointly controlled with an existing shunting locomotive controller, the locomotive emergency braking effect is achieved, a locomotive driver does not operate the locomotive by mistake, and the personal safety of driving operators is effectively guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of locomotive control technology, and in particular to a locomotive emergency braking ventilation system. Background Technology

[0002] Currently, in railway shunting operations, the top-car pushing operation (with the lead car operator in front and the locomotive behind) is the norm. The locomotive driver cannot observe the track conditions ahead and relies entirely on the lead car operator at the front to direct the locomotive's operation. Under normal circumstances, if there is an emergency ahead that requires stopping, the lead car operator sends an emergency stop instruction to the locomotive driver using the flat shunting handheld console. The locomotive driver takes emergency stop measures after receiving the instruction, which has a certain time delay and may endanger the safety of train operation.

[0003] In existing level shunting operations, two methods are mostly used. One method involves installing a train operation monitoring device on the locomotive. After receiving an emergency stop signal, the wireless shunting light display equipment transmits it to the train operation monitoring device, which then performs the ventilation brake. The other method involves wirelessly controlling the wireless ventilation brake valve at the rear of the train via a handheld radio.

[0004] However, only a small number of shunting locomotives on existing railways are equipped with train operation monitoring devices. Therefore, deploying such devices on shunting locomotives is very costly and the equipment is bulky, while also needing to record new train operation information, provide voice prompts for traffic safety precautions, alarms, and displays. Furthermore, wireless control of the wireless exhaust brake valve at the rear of the train via a handheld radio is unstable and susceptible to interference from wireless magnetic fields. Additionally, the wireless exhaust valve's connection to the rear of the locomotive and rolling stock results in unsatisfactory air pressure discharge braking performance. The connection operator controls the exhaust, then relays the information to the driver for confirmation, which involves a time delay. Utility Model Content

[0005] In view of the shortcomings of the prior art mentioned in the background, the present invention provides a locomotive emergency braking ventilation system.

[0006] This utility model provides a locomotive emergency braking ventilation system, comprising:

[0007] A shunting portable console, which is used by workers to hold in their hands;

[0008] Shunting locomotive controller, which is communicatively connected to the shunting portable console;

[0009] The locomotive emergency brake exhaust device is in wired communication connection with the shunting machine controller, is arranged in the shunting machine, and is connected to the exhaust port of the locomotive auxiliary air cylinder, and is used for controlling the locomotive auxiliary air cylinder to perform exhaust brake.

[0010] According to the locomotive emergency brake exhaust system, the locomotive emergency brake exhaust device comprises:

[0011] A shell is formed with an air outlet and an air inlet in communication with each other, and the air inlet is in communication with the air outlet;

[0012] An electromagnetic valve is arranged between the air outlet and the air inlet, and is used for controlling the on-off between the air outlet and the air inlet.

[0013] According to the locomotive emergency brake exhaust system, the air outlet is a plurality of air outlets, the plurality of air outlets are arranged at the outer circumferential side of the shell in intervals, and the plurality of air outlets are in communication with the air inlet respectively.

[0014] According to the locomotive emergency brake exhaust system, the locomotive emergency brake exhaust device further comprises an air pressure detection unit arranged at the air inlet, and the air pressure detection unit is used for detecting the air pressure state of the air inlet.

[0015] According to the locomotive emergency brake exhaust system, the locomotive emergency brake exhaust device further comprises a state prompting unit, the state prompting unit comprises a state indicating module and a whistle prompting module, and the state indicating module and the whistle prompting module are arranged on the outer facade of the shell.

[0016] According to the locomotive emergency brake exhaust system, the state prompting unit further comprises a buzzer arranged on the outer facade of the shell.

[0017] According to the locomotive emergency brake exhaust system, the locomotive emergency brake exhaust device further comprises a fixed handle connected between the shunting machine and the shell.

[0018] According to the locomotive emergency brake exhaust system, the locomotive emergency brake exhaust device further comprises a communication interface arranged on the outer facade of the shell, and the communication interface is used for being in communication connection with the shunting machine controller.

[0019] The locomotive emergency braking exhaust system provided by the utility model is characterized in that the locomotive emergency braking exhaust device is installed in the shunting machine and is connected with the exhaust port of the auxiliary air cylinder in the locomotive, the locomotive emergency braking exhaust device is connected with the shunting machine controller through wired communication, the control instruction of the shunting machine controller can be received to control the exhaust of the air cylinder, the locomotive emergency braking exhaust device is light in size and single in function, the shunting machine controller can be controlled in combination, the effect of locomotive emergency braking is achieved, the locomotive driver cannot operate the locomotive by mistake, and the personal safety of the train operation personnel is effectively ensured.

[0020] The locomotive emergency braking exhaust system provided by the utility model is characterized in that the locomotive emergency braking exhaust device is installed in the shunting machine and is connected with the exhaust port of the auxiliary air cylinder in the locomotive, the locomotive emergency braking exhaust device is connected with the shunting machine controller through wired communication, the control instruction of the shunting machine controller can be received to control the exhaust of the air cylinder, the locomotive emergency braking exhaust device is light in size and single in function, the shunting machine controller can be controlled in combination, the effect of locomotive emergency braking is achieved, the locomotive driver cannot operate the locomotive by mistake, and the personal safety of the train operation personnel is effectively ensured.

[0021] The locomotive emergency braking exhaust system provided by the utility model is characterized in that the locomotive emergency braking exhaust device is installed in the shunting machine and is connected with the exhaust port of the auxiliary air cylinder in the locomotive, the locomotive emergency braking exhaust device is connected with the shunting machine controller through wired communication, the control instruction of the shunting machine controller can be received to control the exhaust of the air cylinder, the locomotive emergency braking exhaust device is light in size and single in function, the shunting machine controller can be controlled in combination, the effect of locomotive emergency braking is achieved, the locomotive driver cannot operate the locomotive by mistake, and the personal safety of the train operation personnel is effectively ensured. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to more clearly illustrate the technical scheme in the utility model or the prior art, the following will briefly introduce the drawings needed to be used in the embodiment or the prior art description, obviously, the drawings in the following description are some embodiments of the utility model, and for those skilled in the art, other drawings can also be obtained according to these drawings without creative labor.

[0023] Figure 1 It is the connection schematic diagram of the locomotive emergency braking exhaust system embodiment provided by the utility model.

[0024] Figure 2 It is the structure schematic diagram of the locomotive emergency braking exhaust device embodiment provided by the utility model.

[0025] Figure 3 It is Figure 2 It is the structure schematic diagram of the locomotive emergency braking exhaust device another view.

[0026] REFERENCE SIGNS:

[0027] 10, locomotive emergency braking exhaust system;

[0028] 100, shunting portable station;

[0029] 200, shunting machine controller;

[0030] 300, locomotive emergency brake exhaust device; 310, housing; 320, electromagnetic valve; 321, air outlet; 322, air inlet; 330, air pressure detection unit; 340, state prompting unit; 341, exhaust indicating lamp; 342, power indicating lamp; 343, whistle indicating lamp; 344, state indicating lamp; 350, buzzer; 360, communication interface; 370, processor unit; 380, power supply unit; 381, power switch; 390, fixed handle. DETAILED DESCRIPTION

[0031] The embodiments of the present application will be further described below in conjunction with the drawings and examples. The following examples are used to illustrate the present application, but cannot be used to limit the scope of the present application.

[0032] In the description of the embodiments of the present application, it should be noted that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the embodiments of the present application. In addition, the terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0033] In the description of the embodiments of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "connected", "connected" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0034] In the embodiments of the present application, unless otherwise explicitly specified and limited, the first feature "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature "above", "above" and "above" of the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" of the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0035] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present embodiment. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any suitable manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0036] The locomotive emergency braking exhaust system provided by the embodiments of the present utility model will be described in detail below in combination with specific embodiments and application scenarios. Figures 1 to 3 , a locomotive emergency braking exhaust system 10 includes a portable shunting station 100, a shunting machine controller 200 and a locomotive emergency braking exhaust device 300, the portable shunting station 100 is used for being held by a worker; the shunting machine controller 200 is in communication connection with the portable shunting station 100; the locomotive emergency braking exhaust device 300 is in wired communication connection with the shunting machine controller 200, the locomotive emergency braking exhaust device 300 is arranged in the shunting machine and is connected at an exhaust port of a locomotive auxiliary air cylinder, and the locomotive emergency braking exhaust device 300 is used for controlling the locomotive auxiliary air cylinder to perform exhaust braking.

[0037] In the embodiments of the present utility model, referring to Figure 1 , a locomotive emergency braking exhaust system 10 includes a portable shunting station 100, a shunting machine controller 200 and a locomotive emergency braking exhaust device 300, the portable shunting station 100 is used for being held by a worker; the shunting machine controller 200 is in communication connection with the portable shunting station 100; the locomotive emergency braking exhaust device 300 is in wired communication connection with the shunting machine controller 200, the locomotive emergency braking exhaust device 300 is arranged in the shunting machine and is connected at an exhaust port of a locomotive auxiliary air cylinder, and the locomotive emergency braking exhaust device 300 is used for controlling the locomotive auxiliary air cylinder to perform exhaust braking.

[0038] The portable shunting station 100 is a device for a worker to hold and use, ensuring that the shunting staff can send instructions at any required position. This allows the shunting staff to respond quickly at the position closest to the scene, especially in emergency situations, and can immediately send an "emergency stop" instruction.

[0039] The portable shunting station 100 is in communication connection with the shunting machine controller 200, allowing the shunting staff to send control instructions to the shunting machine controller 200 through the portable shunting station 100. This is the first step in information transmission in the entire system, ensuring that the instructions can be accurately transmitted to the control system from the scene.

[0040] The shunting machine controller 200 is responsible for receiving instructions from the portable shunting station 100 and processing them. It is the information hub of the entire system, ensuring that the received instructions can be correctly parsed and executed.

[0041] The shunting machine controller 200 is connected to the locomotive emergency brake air exhaust device 300 through wired communication (such as RS232 serial communication). This connection method avoids the signal interference problem that may be caused by wireless communication, ensuring the stability and immediacy of the command transmission.

[0042] The shunting machine controller 200 converts the instructions received from the shunting portable station 100 into a format suitable for the locomotive emergency brake air exhaust device 300 to recognize and sends it to the device. It plays the role of an instruction relay station, ensuring that the instructions can be effectively transmitted to the execution unit.

[0043] The locomotive emergency brake air exhaust device 300 is installed inside the shunting machine and is directly connected to the exhaust port of the locomotive auxiliary air cylinder. This makes the air exhaust operation more direct and effective, allowing the air pressure to be quickly reduced and providing faster braking effect.

[0044] The small size and light weight design of the locomotive emergency brake air exhaust device 300 makes it easy to install and maintain, while focusing on providing the necessary emergency braking function, simplifying the system structure, reducing the failure points, and improving the reliability and maintenance efficiency of the system.

[0045] When receiving the control instructions sent by the shunting machine controller 200, the locomotive emergency brake air exhaust device 300 can quickly respond and open the electromagnetic valve 320 for air exhaust operation, achieving the effect of emergency braking.

[0046] Through the close cooperation between the shunting portable station 100, the shunting machine controller 200 and the locomotive emergency brake air exhaust device 300, an automatic control mechanism is realized. Once the shunting operator sends an emergency stop command, the system can automatically complete the whole process from instruction reception, processing to execution without human intervention, greatly reducing the operation delay or error caused by human factors. Especially when the shunting operator needs to enter the vehicle interior for high-risk operations (such as disconnecting the air pipe or taking the pressure room iron shoes), the system can effectively prevent the locomotive from misoperation, significantly improving the personal safety of the train operation personnel. At the same time, the built-in state prompt unit 340 and heartbeat data check in the system provide real-time working state feedback, ensuring the long-term stable operation of the system and can timely notify the relevant personnel for processing when an abnormality occurs.

[0047] The locomotive emergency brake exhaust device 300 is installed in the shunting machine and connected with the exhaust port of the auxiliary air cylinder in the locomotive, and the locomotive emergency brake exhaust device 300 is connected with the shunting machine controller 200 through wired communication, so that the control instruction of the shunting machine controller 200 can be received to control the air cylinder exhaust. Moreover, the locomotive emergency brake exhaust device 300 is light in volume and single in function, can be controlled by the existing shunting machine controller 200, realizes the effect of locomotive emergency braking, and the locomotive driver will not misoperate the locomotive, effectively ensuring the personal safety of the train operation personnel.

[0048] With reference to Figure 2 and Figure 3 , according to the locomotive emergency brake exhaust system 10 provided by the utility model, the locomotive emergency brake exhaust device 300 includes a shell 310 and a solenoid valve 320, the shell 310 is formed with an air outlet 321 and an air inlet 322 that are in communication with each other, the air inlet 322 is in communication with the exhaust port, and the solenoid valve 320 is arranged between the air outlet 321 and the air inlet 322 and is used for controlling the on-off between the air outlet 321 and the air inlet 322.

[0049] It can be understood that the shell 310 is the external frame of the entire locomotive emergency brake exhaust device 300, which provides necessary physical support and protection. It not only fixes the internal components (such as the solenoid valve 320), but also protects them from external environmental factors (such as dust and moisture).

[0050] The shell 310 is formed with an air outlet 321 and an air inlet 322 that are in communication with each other, and the two ports are respectively connected to the exhaust port of the auxiliary air cylinder of the locomotive and the atmospheric environment. It is ensured that air can flow smoothly from the auxiliary air cylinder to the atmosphere, so as to realize the exhaust operation. The air inlet 322 is directly connected with the exhaust port of the auxiliary air cylinder of the locomotive and receives high-pressure air from the auxiliary air cylinder, and the air outlet 321 is connected with the atmosphere and is used for discharging air.

[0051] The solenoid valve 320 is located between the air outlet 321 and the air inlet 322 and is used for controlling the on-off between the two. When receiving the emergency stop instruction sent by the shunting machine controller 200, the solenoid valve 320 will respond quickly and open, so that the air in the auxiliary air cylinder can enter the device through the air inlet 322 and be discharged into the atmosphere through the air outlet 321, thereby realizing rapid exhaust and emergency braking.

[0052] With reference to Figure 2 , according to the locomotive emergency brake exhaust system 10 provided by the utility model, the air outlet 321 is a plurality of air outlets, the plurality of air outlets 321 are arranged at the outer circumferential side of the shell 310 at intervals, and the plurality of air outlets 321 are respectively in communication with the air inlet 322.

[0053] It can be understood that by setting multiple air outlets 321, the total area of air exhaust can be significantly increased. Compared with a single large-diameter air outlet 321, multiple small-diameter air outlets 321 can more quickly exhaust compressed air in the auxiliary air cylinder, thereby accelerating the exhaust speed and improving the effect of emergency braking. The multiple air outlets 321 are arranged at intervals on the outer circumferential side of the shell 310, so that the airflow can be exhausted at different positions at the same time, avoiding the airflow concentration and turbulence phenomenon that may be caused by a single air outlet 321, and ensuring that the exhaust process is more stable and efficient.

[0054] With reference to Figure 1 According to the locomotive emergency braking exhaust system 10 provided by the utility model, the locomotive emergency braking exhaust device 300 further includes a wind pressure detection unit 330, the wind pressure detection unit 330 is arranged at the air inlet 322, and the wind pressure detection unit 330 is used for detecting the wind pressure state of the air inlet 322.

[0055] It can be understood that the wind pressure detection unit 330 is installed at the air inlet 322 and can directly and timely perceive the wind pressure change from the auxiliary air cylinder of the locomotive. The most accurate measurement of the wind pressure state is ensured, and reliable data basis is provided for subsequent control and feedback. By continuously monitoring the wind pressure of the air inlet 322, the wind pressure detection unit 330 can provide a dynamic wind pressure change graph, help the system understand the current braking state, and provide timely reference information for emergency braking operation.

[0056] With reference to Figures 1 to 3 According to the locomotive emergency braking exhaust system 10 provided by the utility model, the locomotive emergency braking exhaust device 300 further includes a state prompting unit 340, the state prompting unit 340 includes a state indicating module and a whistle prompting module, and the state indicating module and the whistle prompting module are arranged on the outer facade of the shell 310.

[0057] It can be understood that the state prompting unit 340 is an important component of the locomotive emergency braking exhaust device 300, which is used for providing visual and audible prompts about the current state of the device to the operator.

[0058] The state indicating module provides the running state information of the current system to the operator through light or other visual methods (such as LED light, display screen, etc.). For example, different colors or flashing modes can be used to represent normal working, fault alarm, emergency braking activation and the like.

[0059] The whistle prompt module sends a warning to the surrounding personnel through a sound signal (such as a short and sharp whistle sound), and is particularly suitable for notification during emergency braking. This auditory prompt can cover a larger range and is not limited by line of sight, ensuring that it can be noticed even in a noisy environment. In combination with the state indication module, the whistle prompt provides a double confirmation mechanism. For example, when emergency braking is initiated, there is not only a change in the visual indication, but also an auditory whistle prompt, ensuring that all relevant personnel are promptly notified.

[0060] Specifically, the state indication module can include an exhaust indication lamp 341, a power indication lamp 342, a whistle indication lamp 343, and a state indication lamp 344, etc.

[0061] In some embodiments, the state prompt unit 340 can be used for fault prompting. For example, when the locomotive emergency braking exhaust device 300 does not send heartbeat data to the shunting machine controller 200 for more than 10 seconds, it indicates that the wired communication is abnormal, and a fault alarm prompt is given, requiring manual intervention for hardware problem troubleshooting. Alternatively, during operation, the locomotive emergency braking exhaust device 300 will send real-time feedback of the air pressure data to the shunting machine controller 200 at regular intervals. When the shunting machine controller 200 identifies that the air pressure is abnormally low below 400 kPa in a non-stopping state, a fault alarm prompt is given, requiring manual intervention for hardware problem troubleshooting.

[0062] Referring to Figure 3 , according to the locomotive emergency braking exhaust system 10 provided by the utility model, the state prompt unit 340 further comprises a buzzer 350, and the buzzer 350 is arranged on the outer facade of the shell 310.

[0063] It can be understood that the buzzer 350 provides immediate auditory warning by emitting a short and high-pitched sound signal. Compared with the ordinary whistle prompt module, the buzzer 350 has a sharper and more concentrated sound, which can be heard more easily in a noisy environment.

[0064] Referring to Figure 2 and Figure 3 , according to the locomotive emergency braking exhaust system 10 provided by the utility model, the locomotive emergency braking exhaust device 300 further comprises a fixed handle 390, and the fixed handle 390 is connected between the shunting machine and the shell 310.

[0065] It can be understood that the fixed handle 390 is connected between the shunting machine and the shell 310, and plays a role in stable connection and support. It can ensure that the shunting machine will not be separated from the exhaust device due to vibration or external force during operation, thereby ensuring the overall stability and reliability of the system.

[0066] Referring toFigure 3 According to the locomotive emergency braking exhaust system 10 provided by the utility model, the locomotive emergency braking exhaust device 300 further comprises a communication interface 360, the communication interface 360 is arranged on the outer facade of the shell 310, and the communication interface 360 is used for being in communication connection with the shunting machine controller 200.

[0067] It can be understood that the communication interface 360 is connected with the shunting machine controller 200 through a wired mode (such as RS232 serial communication, CAN bus and the like), and the stability and reliability of the transmission of instructions and state information between the shunting machine controller 200 and the emergency braking exhaust device are ensured. Compared with wireless communication, the wired connection reduces the risk of signal interference and delay. The interface supports real-time data exchange, so that the shunting machine controller 200 can timely send control instructions (such as emergency stop instructions) and simultaneously receive state feedback (such as the opening and closing state of the electromagnetic valve 320, the wind pressure detection result and the like) from the emergency braking exhaust device. The bidirectional communication mechanism guarantees the efficient operation of the system.

[0068] Referring to Figure 1 According to the locomotive emergency braking exhaust system 10 provided by the utility model, the locomotive emergency braking exhaust device 300 further comprises a processor unit 370, the processor unit 370 is arranged in the shell 310, and the processor unit 370 is in signal connection with the shunting machine controller 200 and the electromagnetic valve 320 respectively.

[0069] It can be understood that the processor unit 370 receives control instructions (such as emergency stop instructions) from the shunting machine controller 200 through the communication interface 360 and analyzes and processes these instructions.

[0070] The processor unit 370 sends corresponding control signals to the electromagnetic valve 320 according to the received instructions, so as to open or close the electromagnetic valve 320, thereby realizing the accurate control of the exhaust operation of the auxiliary air cylinder. The accuracy and timeliness of the instruction transmission are ensured.

[0071] Referring to Figure 1 According to the locomotive emergency braking exhaust system 10 provided by the utility model, the locomotive emergency braking exhaust device 300 further comprises a power supply unit 380, the power supply unit 380 is electrically connected with the shunting machine controller 200, and the power supply unit 380 is used for performing voltage reduction processing on the power supply provided by the shunting machine controller 200.

[0072] It can be understood that the main role of the power unit 380 is to provide power to the shunting machine controller 200 for voltage reduction processing. Because each component in the locomotive emergency braking exhaust system 10, such as the processor unit 370, the electromagnetic valve 320, the sensor, etc., has different working voltage requirements, direct access to high voltage may cause component damage or system instability. Therefore, the power unit 380 converts the high voltage provided by the shunting machine controller 200 into low voltage suitable for the operation of each component through voltage reduction processing, thereby ensuring the safe power supply of the system.

[0073] Specifically, the power unit 380 includes a power switch 381 provided on the outer surface of the shell 310, and the power switch 381 is used to control the electrical on-off between the locomotive emergency braking exhaust device 300 and the shunting machine controller 200.

[0074] In a specific embodiment, the emergency brake is opened:

[0075] In the event of an emergency, the leader uses the hand-held shunting portable station 100 to broadcast an emergency stop signaling.

[0076] The shunting machine controller 200 receives the emergency stop signaling broadcast by the shunting portable station 100 and sends an exhaust command to the locomotive emergency braking exhaust device 300 through the RS232 serial communication mode.

[0077] After receiving the exhaust command from the shunting machine controller 200, the locomotive emergency braking exhaust device 300 controls the electromagnetic valve 320 door to open, simultaneously sounding the whistle, and feeds back the state information to the shunting machine controller 200 in real time, the state information including the opening or closing state of the electromagnetic valve 320, and the wind pressure state detected by the locomotive emergency braking exhaust device 300. At this time, the locomotive is in the exhaust state, and the wind pressure of the air cylinder gradually decreases from 500kPa to 0kPa.

[0078] After receiving the state feedback from the locomotive emergency braking exhaust device 300, the shunting machine controller 200 broadcasts an emergency stop voice to the leader to enter the emergency braking state after ensuring that the exhaust is completed.

[0079] The emergency brake is closed:

[0080] After the emergency is resolved, the leader broadcasts an unlocking signaling through the keys of the hand-held shunting portable station 100;

[0081] The shunting machine controller 200 receives the unlocking signaling broadcast by the shunting portable station 100 and sends an exhaust release command to the locomotive emergency braking exhaust device 300 through the RS232 serial communication mode.

[0082] When the locomotive emergency brake air exhaust device 300 receives the release air exhaust instruction from the shunting machine controller 200, the solenoid valve 320 is controlled to be closed, a horn is sounded for prompting, and state information is fed back to the shunting machine controller 200, the state information including the opening or closing state of the solenoid valve 320 and the air pressure state detected by the locomotive emergency brake air exhaust device 300;

[0083] When the shunting machine controller 200 receives the response instruction from the locomotive emergency brake air exhaust device 300 and determines that the closing is successful, a voice of unlocking is broadcast to the train driver, and the emergency brake state is released. The shunting driver can charge air, the air pressure is restored to 500kPa, and the operation is carried out.

[0084] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A locomotive emergency brake ventilation system, comprising: The utility model relates to a portable platform for shunting, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a 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controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a shunting machine controller, a sh ​ ​ ​ 2. The locomotive emergency brake ventilation system of claim 1, wherein, ​ ​ ​ 3. The locomotive emergency brake ventilation system of claim 2, wherein, ​ 4. The locomotive emergency brake ventilation system of claim 2, wherein, ​ 5. The locomotive emergency brake ventilation system of claim 2, wherein, ​ 6. The locomotive emergency brake ventilation system of claim 5, wherein, ​ 7. The locomotive emergency brake ventilation system of claim 2, wherein, ​ 8. The locomotive emergency brake ventilation system of claim 2, wherein, ​ 9. The locomotive emergency brake ventilation system of claim 2, wherein, ​ 10. The locomotive emergency brake ventilation system of any one of claims 1-9, wherein, ​

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