Circuit for automatically relieving braking of rescued vehicle of electric locomotive

Abstract

The utility model relates to a circuit for automatically relieving braking of a rescued vehicle of an electric locomotive. The circuit comprises a locomotive power supply, a relay module, a trigger module, a braking control module and a conductive coupler, the first end of the relay module is connected with the positive electrode of the locomotive power supply, the second end of the relay module is connected with the first end of the trigger module, the second end of the trigger module is connected with the first end of the brake control module, and the second end of the brake control module is connected with the negative electrode of the locomotive power supply; the first end of the conductive coupler is connected with the first end of the brake control module; the second end of the conductive coupler is used for being connected with the second end of the conductive coupler of the rescued electric locomotive; the method can save the time for rescuing the fault train by the electric locomotive rescue vehicle, and improves the rescue efficiency.

Description

A circuit for automatically releasing the brakes of an electric locomotive by a rescue vehicle Technical Field

[0001] This application relates to the field of circuit technology for electric locomotives, and in particular to a circuit for automatically releasing the brakes of an electric locomotive when it is being rescued. Background Technology

[0002] Rescue operations due to electric locomotive malfunctions are very common in rail transit. When a locomotive malfunctions, another locomotive is coupled to the malfunctioning car via a coupler. After relieving the braking of the malfunctioning car, it is pushed or towed to achieve rescue. Currently, when rail transit electric locomotives need rescue, the method of manually disconnecting the brake valve (B05) of the malfunctioning car is usually adopted. It takes at least 3.5 minutes for the personnel of the malfunctioning car to disconnect the B05 of the farthest car in a 6-car train and return trip. Therefore, the existing electric locomotive rescue methods have the drawbacks of long rescue time and low rescue efficiency. Summary of the Invention

[0003] Based on this, the purpose of this application is to overcome the shortcomings of the prior art and provide a circuit for the automatic release of braking of an electric locomotive by a rescue vehicle, which can save the time of the electric locomotive rescue vehicle in rescuing the disabled train and improve the rescue efficiency.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0005] The first embodiment of this application provides a circuit for automatically releasing the brakes of an electric locomotive being rescued, including: a locomotive power supply, a relay module, a trigger module, a brake control module, and a conductive coupler;

[0006] The first terminal of the relay module is connected to the positive terminal of the locomotive power supply, the second terminal of the relay module is connected to the first terminal of the trigger module, the second terminal of the trigger module is connected to the first terminal of the braking control module, and the second terminal of the braking control module is connected to the negative terminal of the locomotive power supply.

[0007] The first end of the conductive coupler is connected to the first end of the braking control module; the second end of the conductive coupler is used to connect to the second end of the conductive coupler of the electric locomotive being rescued.

[0008] In one embodiment, the triggering module includes a parking brake application button, the brake control module includes a parking release solenoid valve, the parking release solenoid valve includes a brake application signal connection terminal, and the conductive coupler includes a first coupler contact.

[0009] The second end of the relay module is connected to the first end of the parking brake application button, the second end of the parking brake application button is connected to the brake application signal connection end of the parking release solenoid valve, the first end of the first coupler contact is connected to the first end of the brake control module, and the second end of the first coupler contact is used to connect to the second end of the first coupler contact of the brake release circuit of the rescued electric locomotive.

[0010] When the current electric locomotive's brake release circuit is connected to the first coupler contact of the brake release circuit of the rescued electric locomotive via the first coupler contact, if the parking brake application button is turned on, the electrical signal output by the locomotive power supply is output to the brake application signal connection terminal of the parking release solenoid valve via the relay module and the parking brake application button. Furthermore, the electrical signal output by the locomotive power supply is output to the brake application signal connection terminal of the parking release solenoid valve of the rescued electric locomotive via the relay module, the parking brake application button, and the first coupler contact, so that both the current electric locomotive's parking release solenoid valve and the rescued electric locomotive's parking release solenoid valve receive a brake application signal and enter the brake application state.

[0011] In one embodiment, the triggering module includes a parking brake release button, the brake control module includes a parking brake release solenoid valve, the parking brake release solenoid valve includes a brake release signal connection terminal, and the conductive coupler includes a second coupler contact.

[0012] The second end of the relay module is connected to the first end of the parking brake release button, the second end of the parking brake release button is connected to the brake release signal connection end of the parking release solenoid valve, the first end of the second coupler contact is connected to the first end of the brake control module, and the second end of the second coupler contact is used to connect to the second end of the second coupler contact of the brake release circuit of the rescued electric locomotive.

[0013] When the current electric locomotive's brake release circuit is connected to the second coupler contact of the brake release circuit of the rescued electric locomotive via the second coupler contact, if the parking brake release button is turned on, the electrical signal output by the locomotive power supply is output to the brake release signal connection terminal of the parking brake release solenoid valve via the relay module and the parking brake release button. Furthermore, the electrical signal output by the locomotive power supply is output to the brake release signal connection terminal of the parking brake release solenoid valve of the rescued electric locomotive via the relay module, the parking brake release button, and the second coupler contact, so that both the current electric locomotive's parking brake release solenoid valve and the rescued electric locomotive's parking brake release solenoid valve receive the brake release signal and enter the brake release state.

[0014] In one implementation, the triggering module includes a driver controller; the first end of the driver controller is the first end of the triggering module, and the second end of the driver controller is the second end of the triggering module.

[0015] In one embodiment, the braking control module includes an EP2002 valve, the second end of the driver controller is connected to the first end of the EP2002 valve, and the second end of the EP2002 valve is connected to the negative terminal of the locomotive power supply.

[0016] In one embodiment, a diode is also included, the anode of which is connected to the second terminal of the driver controller, and the cathode of which is connected to the first terminal of the EP2002 valve and the conductive coupler, respectively.

[0017] As one implementation, it also includes a logic control unit, the input of which is connected to the cathode of the diode.

[0018] The working principle of this application is as follows:

[0019] When the current electric locomotive is connected to the conductive coupler of the electric locomotive being rescued via the conductive coupler, if the trigger module is turned on, the electrical signal output by the locomotive power supply is output to the braking control module via the relay module and the trigger module. The electrical signal output by the locomotive power supply is also output to the braking control module of the automatic brake release circuit of the electric locomotive being rescued via the relay module, the trigger module, and the conductive coupler, so that the brake release circuit of the current electric locomotive and the brake release circuit of the electric locomotive being rescued are simultaneously in the same braking state.

[0020] Compared with traditional technologies, the beneficial effects of this application are:

[0021] This application can transmit electrical signals from two electric locomotives via a trigger module through a conductive coupler, enabling the two electric locomotives connected by the conductive coupler to be in the same braking state simultaneously. This allows the rescue vehicle to directly control the braking state of the vehicle being rescued, saving the need for manual operation of cutting off the brake valve of the vehicle being rescued. This can save time for the electric locomotive rescue vehicle to rescue the faulty train and improve rescue efficiency.

[0022] To better understand and implement this application, the following detailed description is provided in conjunction with the accompanying drawings. Attached Figure Description

[0023] Figure 1 is a schematic diagram of the circuit for automatic brake release of an electric locomotive by a rescue vehicle according to an embodiment of this application;

[0024] Figure 2 is a circuit diagram of the automatic release of the parking brake of the rescue vehicle according to an embodiment of this application;

[0025] Figure 3 is a circuit diagram of a rescue vehicle automatically relieving the common brakes of the vehicle being rescued according to an embodiment of this application;

[0026] Figure 4 is a circuit diagram of a rescue vehicle automatically relieving the rapid braking of the vehicle being rescued according to an embodiment of this application;

[0027] Figure 5 is a circuit diagram of the automatic release of the brake holding function of the rescue vehicle of the vehicle being rescued according to an embodiment of this application;

[0028] Figure 6 is a circuit diagram of the rescue vehicle automatically relieving the emergency braking of the vehicle being rescued according to an embodiment of this application.

[0029] 11. Locomotive power supply; 13. Relay module; 15. Trigger module; 17. Braking control module; 19. Conductive coupler. Detailed Implementation

[0030] To further illustrate the various embodiments, this application provides accompanying drawings. These drawings are part of the disclosure of this application and are mainly used to illustrate the embodiments, and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of this application.

[0031] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "left", "right", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on this application.

[0032] Please refer to Figures 1 to 4; Figure 1 is a schematic diagram of a circuit for automatic brake release of an electric locomotive in this embodiment. The first embodiment of this application provides a circuit for automatic brake release of an electric locomotive in the form of a vehicle being rescued, including: a locomotive power supply 11, a relay module 13, a trigger module 15, a brake control module 17, and a conductive coupler 19.

[0033] The first end of the relay module 13 is connected to the positive terminal of the locomotive power supply 11, the second end of the relay module 13 is connected to the first end of the trigger module 15, the second end of the trigger module 15 is connected to the first end of the braking control module 17, and the second end of the braking control module 17 is connected to the negative terminal of the locomotive power supply 11.

[0034] The first end of the conductive coupler 19 is connected to the first end of the braking control module 17; the second end of the conductive coupler 19 is used to connect to the second end of the conductive coupler 19 of the rescued electric locomotive.

[0035] As shown in Figures 2-6, the circuit of the rescued electric locomotive is the same as that of the current electric locomotive.

[0036] Based on the above structure, the working principle of this application is as follows: When the current electric locomotive's brake release circuit is connected to the conductive coupler 19 of the brake release circuit of the rescued electric locomotive through the conductive coupler 19, if the trigger module 15 is turned on, the electrical signal output by the locomotive power supply 11 is output to the brake control module 17 via the relay module 13 and the trigger module 15, and the electrical signal output by the locomotive power supply 11 is output to the brake control module 17 of the rescued electric locomotive via the relay module 13, the trigger module 15 and the conductive coupler 19, so that the current electric locomotive's brake release circuit and the rescued electric locomotive's brake release circuit are simultaneously in the same braking state.

[0037] Compared to existing technologies, this application can transmit electrical signals from two electric locomotives via the trigger module 15 through the conductive coupler 19, so that the two electric locomotives connected by the conductive coupler 19 can be in the same braking state at the same time. This allows the rescue vehicle to directly control the braking state of the vehicle being rescued, saving the manual operation of cutting off the brake valve of the vehicle being rescued. This can save the time of the electric locomotive rescue vehicle in rescuing the faulty train and improve rescue efficiency.

[0038] Please refer to Figure 2. In one embodiment, the trigger module 15 includes a parking brake application button, the brake control module 17 includes a parking release solenoid valve, the parking release solenoid valve includes a brake application signal connection terminal, and the conductive coupler 19 includes a first coupler contact.

[0039] The second end of the relay module 13 is connected to the first end of the parking brake application button, the second end of the parking brake application button is connected to the brake application signal connection end of the parking release solenoid valve, the first end of the first coupler contact is connected to the first end of the brake control module 17, and the second end of the first coupler contact is used to connect to the second end of the first coupler contact of the rescue vehicle electric locomotive release brake circuit.

[0040] When the current electric locomotive's brake release circuit is connected to the first coupler contact of the brake release circuit of the rescued electric locomotive via the first coupler contact, if the parking brake application button is turned on, the electrical signal output by the locomotive power supply 11 is output to the brake application signal connection terminal of the parking release solenoid valve via the relay module 13 and the parking brake application button. Furthermore, the electrical signal output by the locomotive power supply 11 is output to the brake application signal connection terminal of the parking release solenoid valve of the rescued electric locomotive via the relay module 13, the parking brake application button, and the first coupler contact, so that both the current electric locomotive's parking release solenoid valve and the rescued electric locomotive's parking release solenoid valve receive a brake application signal and enter the brake application state.

[0041] In one embodiment, the trigger module 15 includes a parking brake release button, the brake control module 17 includes a parking brake release solenoid valve, the parking brake release solenoid valve includes a brake release signal connection terminal, and the conductive coupler 19 includes a second coupler contact.

[0042] The second end of the relay module 13 is connected to the first end of the parking brake release button, the second end of the parking brake release button is connected to the brake release signal connection end of the parking release solenoid valve, the first end of the second coupler contact is connected to the first end of the brake control module 17, and the second end of the second coupler contact is used to connect to the second end of the second coupler contact of the brake release circuit of the electric locomotive of the rescued vehicle.

[0043] When the current electric locomotive's brake release circuit is connected to the second coupler contact of the brake release circuit of the rescued electric locomotive via the second coupler contact, if the parking brake release button is turned on, the electrical signal output by the locomotive power supply 11 is output to the brake release signal connection terminal of the parking brake release solenoid valve via the relay module 13 and the parking brake release button. Furthermore, the electrical signal output by the locomotive power supply 11 is output to the brake release signal connection terminal of the parking brake release solenoid valve of the rescued electric locomotive via the relay module 13, the parking brake release button, and the second coupler contact, so that both the current electric locomotive's parking brake release solenoid valve and the rescued electric locomotive's parking brake release solenoid valve receive the brake release signal and enter the brake release state.

[0044] Figure 2 shows the circuit diagram for the automatic release of the parking brake of the rescue vehicle. This circuit is used in scenarios where the rescue vehicle automatically releases the parking brake of the vehicle being rescued. The locomotive power supply 11 uses DC 110V, powered by the parking brake control circuit breaker QFBP. After passing through the normally open contact of the main control relay, power is supplied to the normally open contacts of the parallel parking brake application button SBPBA and parking brake release button SBPBR. The lower end connects to the parking brake solenoid valve of the entire train. When the parking brake application button SBPBA or the parking brake release button SBPBR is pressed, the parking brake solenoid valve of the entire train receives the corresponding brake application signal or brake release signal, realizing the corresponding parking brake function. The parking brake circuit of the rescue vehicle and the vehicle being rescued is consistent. After the electric locomotives are coupled, only the main control key in one driver's cab can be activated; the main control keys in other driver's cabs cannot be activated. Therefore, only the activated main control relay is energized. Consequently, the normally open contact KALA of the main control relay of the vehicle being rescued will not be energized and closed because the main control key cannot be activated. The parking brake application signal is connected to the parking release solenoid valve of the rescued vehicle via the first coupler contacts A18 and B18; the parking brake release signal is connected to the parking release solenoid valve of the rescued vehicle via the second coupler contacts A17 and B17.

[0045] Please refer to Figure 3, which is a circuit diagram of the automatic braking of the rescue vehicle to release the common brakes of the rescued vehicle. In one embodiment, the trigger module 15 includes a driver controller; the first end of the driver controller is the first end of the trigger module 15, and the second end of the driver controller is the second end of the trigger module 15.

[0046] In one embodiment, the braking control module 17 includes an EP2002 valve, the second end of the driver controller is connected to the first end of the EP2002 valve, and the second end of the EP2002 valve is connected to the negative terminal of the locomotive power supply 11.

[0047] In one embodiment, a diode is also included, the anode of which is connected to the second terminal of the driver controller, and the cathode of which is connected to the first terminal of the EP2002 valve and the conductive coupler 19, respectively.

[0048] As shown in Figure 3, this diagram illustrates an application scenario where the rescue vehicle automatically releases the service brake of the car being rescued. The locomotive's service brake electrical signal, after passing through the train brake control circuit breaker QFBP, is connected in series with the locomotive's main control relay KALA's normally open contact, and then to the driver's controller's service brake position and its lower diode. This is then connected to the car's brake control valve EP2002, and the conductive coupler 19 contacts A11 and B11. After the rescue vehicle and the car being rescued are coupled, the rescue vehicle's conductive coupler 19 contacts A11 and B11 are connected to the rescue car's conductive coupler 19 contacts B11 and A11, respectively, sending the service brake electrical signal to the brake control valve EP2002, thus releasing the service brake of the car being rescued.

[0049] Please refer to Figure 4, which is a circuit diagram of the rescue vehicle automatically relieving the rapid braking of the vehicle being rescued. In one embodiment, it also includes a logic control unit, the input terminal of which is connected to the cathode of the diode.

[0050] As shown in Figure 4, this diagram illustrates an application scenario where the rescue vehicle automatically releases the rapid braking of the vehicle being rescued. The locomotive's rapid braking electrical signal, after passing through the train brake control circuit breaker QFBP, is connected in series with the locomotive's main control relay KALA's normally open contact, and then to the driver's controller's rapid braking position and its lower diode. This is then connected to the vehicle's brake control valve EP2002, conductive coupler 19 contacts A12 and B12, and the LCU rapid braking acquisition point. After the rescue vehicle and the vehicle being rescued are coupled, the rescue vehicle's conductive coupler 19 contacts A12 and B12 are connected to the vehicle's conductive coupler 19 contacts B12 and A12, respectively, sending the rapid braking electrical signal to the brake control valve EP2002, thus releasing the rapid braking of the vehicle being rescued.

[0051] The conductive coupler 19 used in this application is a fully automatic coupler with conductive properties. The working principle of the fully automatic coupler is as follows: the movement of the coupler is controlled by a motor and gear system. When two cars approach each other, the coupler automatically extends to firmly connect the two cars together. When separation is required, simply press the corresponding button, and the coupler will quickly retract, separating the cars.

[0052] Please refer to Figure 5. Figure 5 is the circuit diagram of the automatic release of the brake holding of the rescued vehicle by the rescue vehicle. As shown in Figure 5, the traction control circuit breaker QFPP of the rescue vehicle provides a DC110V electrical signal to the locomotive. After the normally open contact KALA of the main control relay is connected in series at the lower end, it is divided into two circuits. (1) The first circuit is connected to the fully automatic coupler contacts A10 and B10 of the rescue vehicle and the fully automatic coupler contacts B10 and A10 of the rescued vehicle, respectively. Then it is connected to the emergency mode knob SKEMP of the rescued vehicle (contacts 13 and 14 are open in non-emergency mode and closed in emergency mode). Traction inverter VVVF, EP2002 brake valve; (2) The second circuit connects the driver controller traction position, traction safety relay and LCU-collected normally open contact KAPE, and then goes to traction inverter VVVF through diode VD1; the other path of the normally open contact KAPE of the traction safety relay goes to the fully automatic coupler contacts A09 and B09 of the rescue vehicle. After the rescue vehicle and the rescued vehicle are coupled, the fully automatic coupler contacts A09 and B09 of the rescued vehicle are connected to the fully automatic coupler contacts B09 and A09 of the rescue vehicle, and then go to the traction inverter VVVF of the rescued vehicle. The braking release logic in the locomotive emergency mode is as follows: the locomotive is in emergency mode and the traction inverter receives the traction command for more than 3 seconds, and the train releases the braking. Therefore, when the traction handle of the driver controller of the rescue vehicle is in the traction position for more than 3 seconds and the emergency mode knob SKEMP of the rescued vehicle is in the emergency position, the braking of the rescued vehicle can be automatically released in the rescue vehicle.

[0053] Please refer to Figure 6, which is a circuit diagram of the automatic release of the emergency brake of the rescue vehicle. The emergency brake circuit of the electric locomotive rescue vehicle is connected to the rescue vehicle through the fully automatic coupler and is powered by the coupler-controlled circuit breaker QFEC. It is divided into two circuits and connected to the emergency brake solenoid valve and emergency brake button of the rescue vehicle through the fully automatic coupler respectively. Details are as follows: (1) The emergency brake electrical signal of the rescue vehicle in the first circuit passes through the rescue mode knob SKRM (non-rescue mode contact is open, rescue mode contact is closed) and the normally open contact of the emergency brake relay KAEB, and then connects to the fully automatic coupler contacts A16 and B16; after the rescue vehicle is coupled to the rescue vehicle, its fully automatic coupler contacts A16 and B16 are connected to the rescue vehicle B16 and A16 respectively, so that the rescue vehicle electrical signal goes to the rescue vehicle and connects to the normally closed contacts of the two emergency brake buttons SBEB1 and SBEB2 in the driver's cab of the rescue vehicle. The emergency brake solenoid valve, emergency brake relays KAEB1 and KAEB2, and the two normally closed contacts of the emergency brake buttons SBEB3 and SBEB4 in the driver's cab energize the emergency brake solenoid valve of the vehicle being rescued. This energizes the solenoid valve via the vehicle's fully automatic coupler contacts A15 and B15, which in turn connect to the rescue vehicle's fully automatic coupler contacts B15 and A15. From there, the system connects to the rescue vehicle's rescue mode knob SKRM (non-rescue mode contact is open, rescue mode contact is closed) and the normally open contact of the emergency brake relay KAEB, ultimately leading to the negative terminal of the rescue vehicle's battery. The emergency brake solenoid valve of the vehicle being rescued can be energized or de-energized via the rescue vehicle, thus controlling the application and release of emergency brakes on the vehicle being rescued. (2) The emergency braking electrical signal of the second circuit goes through the rescue mode knob SKRM of the rescue car (the non-rescue mode contact is open and the rescue mode contact is closed) to the fully automatic coupler contacts A14 and B14 of the car. After the train is coupled, the rescued car B14 and A14 are connected to the rescue car A14 and B14 respectively, so that the electrical signal goes to the rescued car. Then it connects to the normally open contacts of the four emergency brake buttons SBEB1, SBEB2, SBEB3 and SBEB4 in the two driver's cabs of the rescued car. Finally, it goes to the fully automatic coupler contacts A13 and B13 of the rescued car and connects to the fully automatic coupler contacts B13 and A13 of the rescue car. Then it connects to the coupling emergency brake relay KATEB of the rescue car to the negative terminal of the battery. The normally closed contact of the KATEB emergency brake relay is connected in series in the locomotive's emergency brake circuit. When the emergency brake button in any driver's cab of the car being rescued is pressed, the KATEB relay is energized, and its normally closed contact in the locomotive's emergency brake circuit opens, applying emergency braking to the train. The emergency brake is released after the emergency brake button is pressed again. If a fault in the emergency brake button of the car being rescued or another circuit malfunctions prevents the emergency brake from being released, the emergency brake signal to the car being rescued can be cut off by resetting the rescue mode knob in the driver's cab of the car being rescued. This prevents an accident where multiple cars are linked together and their emergency brakes fail to release, thus avoiding a train malfunction that could render the train immobile.

[0054] Compared to existing technologies, this application can transmit electrical signals from two electric locomotives via a trigger module through a conductive coupler, enabling the two electric locomotives connected by the conductive coupler to be in the same braking state simultaneously. This allows the rescue vehicle to directly control the braking state of the locomotive being rescued, saving the need for manual operation of cutting off the brake valve of the locomotive being rescued, thus saving rescue time and improving rescue efficiency.

[0055] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the scope of protection of this application.

Claims

1. A circuit for automatically releasing the brakes of an electric locomotive by a rescue vehicle, characterized in that, include: Locomotive power supply, relay module, trigger module, brake control module, and conductive coupler; The first end of the relay module is connected to the positive terminal of the locomotive power supply; the second end of the relay module is connected to the first end of the trigger module; the second end of the trigger module is connected to the first end of the braking control module; and the second end of the braking control module is connected to the negative terminal of the locomotive power supply. The first end of the conductive coupler is connected to the first end of the braking control module. The second end of the conductive coupler is used to connect to the second end of the conductive coupler of the electric locomotive being rescued.

2. The circuit for automatically releasing the brakes of an electric locomotive under rescue as described in claim 1, characterized in that: The triggering module includes a parking brake application button, the brake control module includes a parking release solenoid valve, the parking release solenoid valve includes a brake application signal connection terminal, and the conductive coupler includes a first coupler contact. The second terminal of the relay module is connected to the first terminal of the parking brake application button, the second terminal of the parking brake application button is connected to the brake application signal connection terminal of the parking release solenoid valve, the first terminal of the first coupler contact is connected to the first terminal of the brake control module, and the second terminal of the first coupler contact is used to connect to the second terminal of the first coupler contact of the rescued electric locomotive. The circuit for releasing the parking brake of the current electric locomotive is connected through the first coupler... When the hook contact is connected to the first coupler contact of the parking brake release circuit of the rescued electric locomotive, if the parking brake application button is turned on, the electrical signal output by the locomotive power supply is output to the brake application signal connection terminal of the parking release solenoid valve via the relay module and the parking brake application button. The electrical signal output by the locomotive power supply is also output to the brake application signal connection terminal of the parking release solenoid valve of the rescued electric locomotive via the relay module, the parking brake application button, and the first coupler contact, so that both the current parking release solenoid valve of the electric locomotive and the parking release solenoid valve of the rescued electric locomotive receive the brake application signal and enter the brake application state.

3. The circuit for automatically releasing the brakes of an electric locomotive under rescue as described in claim 2, characterized in that: The triggering module includes a parking brake release button, the brake control module includes a parking brake release solenoid valve, the parking brake release solenoid valve includes a brake release signal connection terminal, and the conductive coupler includes a second coupler contact. The second terminal of the relay module is connected to the first terminal of the parking brake release button, the second terminal of the parking brake release button is connected to the brake release signal connection terminal of the parking brake release solenoid valve, the first terminal of the second coupler contact is connected to the first terminal of the brake control module, and the second terminal of the second coupler contact is used to connect to the second terminal of the second coupler contact of the parking brake release circuit of the rescued electric locomotive; the current parking brake release circuit of the electric locomotive is... When the second coupler contact is connected to the second coupler contact of the parking brake release circuit of the rescued electric locomotive, if the parking brake release button is turned on, the electrical signal output by the locomotive power supply is output to the brake release signal connection terminal of the parking brake release solenoid valve via the relay module and the parking brake release button. The electrical signal output by the locomotive power supply is also output to the brake release signal connection terminal of the parking brake release solenoid valve of the rescued electric locomotive via the relay module, the parking brake release button, and the second coupler contact, so that both the parking brake release solenoid valve of the current electric locomotive and the parking brake release solenoid valve of the rescued electric locomotive receive the brake release signal and enter the brake release state.

4. The circuit for automatically releasing the brakes of an electric locomotive under rescue as described in claim 1, characterized in that: The triggering module includes a driver controller; the first end of the driver controller is the first end of the triggering module, and the second end of the driver controller is the second end of the triggering module.

5. The circuit for automatically releasing the brakes of an electric locomotive under rescue as described in claim 4, characterized in that: The braking control module includes an EP2002 valve. The second end of the driver controller is connected to the first end of the EP2002 valve, and the second end of the EP2002 valve is connected to the negative terminal of the locomotive power supply.

6. The circuit for automatically releasing the brakes of an electric locomotive under rescue as described in claim 5, characterized in that: It also includes a diode, the anode of which is connected to the second end of the driver controller, and the cathode of which is connected to the first end of the EP2002 valve and the conductive coupler, respectively.

7. The circuit for automatically releasing the brakes of an electric locomotive under rescue as described in claim 6, characterized in that: It also includes a logic control unit, the input of which is connected to the cathode of the diode.

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