Train rescue method, train rescue system, and rescue locomotive

Abstract

A train rescue method, comprising: when a rescue locomotive applies service braking, a pressure sensor (02) collects a pressure value of a locomotive train pipe and sends same to an instruction conversion unit of the locomotive; the instruction conversion unit sends a service braking instruction and a braking level electric signal to a braking control system of a rescued train on the basis of a braking level corresponding to the pressure value; and the braking control system controls the rescued train to brake; when the rescue locomotive applies emergency braking, a pressure switch (01) of the locomotive sends an emergency braking electric signal to an emergency braking solenoid valve (05) and an emergency braking train line; the emergency braking solenoid valve (05) discharges the locomotive train pipe by means of a pneumatic piston valve (04); the emergency braking train line sends the emergency braking electric signal to the braking control system of the rescued train; and the braking control system controls the train to apply emergency braking. By using the method, the economic costs and maintenance costs of rescued trains are reduced, and the rescue efficiency and safety during rescue are improved. Further provided are a train rescue system and a rescue locomotive.

Description

Train rescue method, train rescue system and rescue locomotive

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application number 2024100540412 filed with the Chinese Patent Office on January 15, 2024, entitled “A Train Rescue Method, Train Rescue System and Rescue Locomotive,” the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present invention relates to the technical field of traffic rescue, and in particular to a train rescue method, a train rescue system and a rescue locomotive. Background Art

[0004] Currently, when a rail train fails to operate, it is usually connected to other rail trains or self-owned engineering locomotives for rescue and return to the depot. As for the rescue method of engineering locomotives, since the braking systems of rail trains currently use a direct electro-pneumatic braking system, while the rescue locomotives use an automatic air braking system, the two braking systems cannot be directly matched. Therefore, there are two situations during the rescue. One is that the braking systems of the locomotive and the faulty rail train are not connected, and the faulty train has cut off the braking function. In this case, due to the low braking force of the entire train, it can only be rescued back to the depot at a very low speed; the other is to install a brake command conversion device on all rail trains to convert the locomotive's air brake command into the rail train's electrical brake command, so that the locomotive and rail train can apply brakes synchronously.

[0005] Research has found that in the first scenario, if the rescue vehicle is slowly returned to the depot at a very low speed, the rescue efficiency of the rescue locomotive will be reduced. Furthermore, since the braking systems of the locomotive and the faulty intercity train are not connected, if an emergency occurs on either the faulty train or the intercity train, the other will be affected, thereby reducing the safety of the rescue work. In the second approach, all intercity trains need to be equipped with two additional brake command conversion devices, and train pipes and related valves connecting the locomotives need to be added. Furthermore, these additional devices are only used when a train fault requires rescue, resulting in extremely low utilization rates. This significantly increases the procurement and maintenance costs of intercity trains.

[0006] Summary of the Invention

[0007] In view of this, the object of the present invention is to provide a train rescue method, a train rescue system and a rescue locomotive to reduce the procurement cost and maintenance cost of urban trains, while improving the rescue efficiency and safety when rescuing the rescued train.

[0008] In a first aspect, an embodiment of the present application provides a train rescue method, which is applied to a train rescue system. The system includes a rescue locomotive and a rescued train. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit. The rescued train includes a train rescue mode switch, a train control system, and a brake control system. The method includes:

[0009] When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the instruction conversion unit to activate the instruction conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the brake control system to activate the brake control system to enter the rescue mode;

[0010] When the rescue locomotive applies the normal brake, the pressure sensor collects the pressure value of the locomotive train pipe and sends the pressure value to the instruction conversion unit; the instruction conversion unit sends a braking instruction to the brake control system and sends a braking level electrical signal to the brake control system according to the target braking level corresponding to the pressure value; the brake control system responds to the braking instruction and the braking level electrical signal to control the rescued train to brake at the target braking level;

[0011] When the rescue locomotive applies emergency braking, the pressure value of the locomotive train pipe drops to a set value, and the pressure switch sends an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve responds to the emergency braking electrical signal and discharges the locomotive train pipe through the pneumatic piston valve; the emergency braking train line sends the emergency braking electrical signal to the braking control system; and the braking control system controls the emergency braking of the rescued train.

[0012] Optionally, the method further includes:

[0013] When the rescued train suddenly triggers emergency braking, the train control system sends an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve;

[0014] The brake control system controls the rescued train to apply emergency brakes in response to the emergency brake electrical signal;

[0015] The emergency brake solenoid valve responds to the emergency brake electrical signal and controls the locomotive train pipe exhaust to enable the rescue locomotive to synchronously apply emergency brakes.

[0016] Optionally, the rescue locomotive further includes a locomotive relay, a locomotive main air duct, a main air duct shutoff valve and a train pipe shutoff valve, and the rescued train further includes a train main air duct;

[0017] The relay is arranged between the pressure switch and the emergency brake train line; the emergency brake train line is respectively connected to the emergency brake solenoid valve, the command conversion unit, the brake control system, and the train control system, and the emergency brake train line is used to transmit the emergency brake electrical signal; the rescue locomotive and the rescued train are connected through a coupler, and the rescue locomotive and each electrical train line in the rescued train are connected through the coupler, and the locomotive main air duct and the train main air duct are connected through the coupler.

[0018] Optionally, when the pressure switch sends an emergency braking electrical signal to the emergency braking train line, the method further comprises:

[0019] The relay starts timing when the pressure switch sends an emergency brake signal, and bypasses the emergency brake signal sent by the pressure switch after a set delay time to stop the transmission of the emergency brake signal, thereby avoiding the pressure switch and the emergency brake solenoid valve from continuously exhausting air to form an unrelieved closed loop, so that the rescue locomotive can fill the locomotive train pipe with air to relieve the emergency after it stops.

[0020] Optionally, the method comprises:

[0021] The instruction conversion unit continuously detects the pressure value of the locomotive train pipe through the pressure sensor and determines whether the pressure value drops to a set value;

[0022] If the pressure value drops to the set value, the command conversion unit determines that the rescue locomotive has applied emergency braking, and sends a braking command and a maximum common braking level signal to the braking control system to achieve redundant backup of the emergency braking command.

[0023] Optionally, the method further includes:

[0024] The instruction conversion unit performs fault diagnosis according to the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the detection value of the pressure sensor.

[0025] In a second aspect, an embodiment of the present application provides a train rescue system, the system comprising a rescue locomotive and a rescued train, the rescue locomotive comprising a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit, and the rescued train comprising a train rescue mode switch, a train control system, and a brake control system:

[0026] When the locomotive rescue mode switch is turned on, the locomotive control system is used to send a locomotive rescue mode activation electrical signal to the instruction conversion unit to activate the instruction conversion unit; when the train rescue mode switch is turned on, the train control system is used to send a train rescue mode activation electrical signal to the brake control system to activate the brake control system to enter the rescue mode;

[0027] When the rescue locomotive applies the service brake, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the instruction conversion unit; the instruction conversion unit is used to send a braking instruction to the brake control system and send a braking level electrical signal to the brake control system according to the target braking level corresponding to the pressure value; the brake control system is used to control the rescued train to brake at the target braking level in response to the braking instruction and the braking level electrical signal;

[0028] When the rescue locomotive applies emergency braking, the pressure value of the locomotive train pipe drops to a set value. The pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to discharge the locomotive train pipe through the pneumatic piston valve in response to the emergency braking electrical signal; the emergency braking train line is used to send the emergency braking electrical signal to the braking control system; the braking control system is used to control the rescued train to apply emergency braking.

[0029] Optionally, the train control system is configured to send an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve when a sudden emergency braking of the rescue train is triggered;

[0030] The brake control system is used to control the rescued train to apply emergency brakes in response to the emergency brake electrical signal;

[0031] The emergency brake solenoid valve is used to respond to the emergency brake electrical signal and control the exhaust of the locomotive train pipe so that the rescue locomotive can synchronously apply emergency brakes.

[0032] Optionally, the rescue locomotive further includes a locomotive relay, a locomotive main air duct, a main air duct shutoff valve and a train pipe shutoff valve, and the rescued train further includes a train main air duct;

[0033] The relay is arranged between the pressure switch and the emergency brake train line; the emergency brake train line is respectively connected to the emergency brake solenoid valve, the command conversion unit, the brake control system, and the train control system, and the emergency brake train line is used to transmit the emergency brake electrical signal; the rescue locomotive and the rescued train are connected through a coupler, and the rescue locomotive and each electrical train line in the rescued train are connected through the coupler, and the locomotive main air duct and the train main air duct are connected through the coupler.

[0034] Optionally, the relay is used to start timing when the pressure switch sends an emergency braking signal to the emergency braking train line, and bypass the emergency braking signal sent by the pressure switch after a set delay time to stop the transmission of the emergency braking signal, thereby avoiding the pressure switch and the emergency braking solenoid valve from continuously exhausting air to form an unrelieved closed loop, so that the locomotive train pipe can be filled with air to relieve the situation after the rescue locomotive stops.

[0035] Optionally, the instruction conversion unit is used to continuously detect the pressure value of the locomotive train pipe through the pressure sensor, and determine whether the pressure value drops to a set value;

[0036] The command conversion unit is used to determine that the rescue locomotive has applied emergency braking if the pressure value drops to the set value, and send a braking command and a maximum common braking level signal to the braking control system to achieve redundant backup of the emergency braking command.

[0037] Optionally, the instruction conversion unit is used to perform fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch and the detection value of the pressure sensor.

[0038] In a third aspect, an embodiment of the present application provides a rescue locomotive, the rescue locomotive comprising a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit;

[0039] When the locomotive rescue mode switch is turned on, the locomotive control system is used to send a locomotive rescue mode activation electrical signal to the instruction conversion unit to activate the instruction conversion unit;

[0040] When the rescue locomotive applies the service brake, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the instruction conversion unit;

[0041] When the rescue locomotive applies emergency braking, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to discharge the locomotive train pipe through the pneumatic piston valve in response to the emergency braking electrical signal.

[0042] The technical solutions provided by this application include but are not limited to the following beneficial effects:

[0043] The train rescue method provided by the present application comprises a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit in a rescue locomotive, and a train rescue mode switch, a train control system, and a brake control system in a rescued train. This allows each device to coordinate with each other to generate an electrical signal containing brake command information based on the locomotive train pipe pressure signal. The command conversion unit or pressure switch then transmits the electrical signal from the rescue locomotive to the rescued train to control the rescued train to apply normal or emergency braking. Alternatively, the emergency brake electrical signal from the rescued train is transmitted to the rescue locomotive, which then controls the rescue locomotive to apply emergency braking via the emergency brake solenoid valve and pneumatic piston valve. This allows the rescue operation to be completed with only one set of brake command conversion devices. Furthermore, the train rescue system enables signal transmission between the rescue locomotive and the rescued train, as well as signal transmission between the rescued train and the rescued locomotive, enabling the rescue locomotive and the rescued train to control the braking state of the other based on the braking state of one, thereby ensuring that the braking states of the rescue locomotive and the rescued train are synchronized.

[0044] By adopting the above scheme, compared with the prior art which requires all rescued trains to be equipped with two additional sets of brake command conversion devices to complete the rescue work, the present application only requires one set of brake command conversion device to complete the rescue work, thereby reducing the procurement cost and maintenance cost of the rescued trains; in addition, the rescue locomotive and the rescued train can control the braking state of one party based on the braking state of the other party, thereby ensuring that the braking state of the rescue locomotive and the rescued train can be kept synchronized, thereby improving the rescue efficiency and safety when rescuing the rescued train.

[0045] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0047] FIG1 shows a flow chart of a train rescue method provided by Embodiment 1 of the present invention;

[0048] FIG2 shows a flow chart of a rescue locomotive braking method provided by Embodiment 1 of the present invention;

[0049] FIG3 shows a flow chart of an emergency braking instruction backup method provided by Embodiment 1 of the present invention;

[0050] FIG4 shows a schematic structural diagram of a train rescue system provided by the second embodiment of the present invention. DETAILED DESCRIPTION

[0051] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present invention.

[0052] Example 1

[0053] To facilitate understanding of the present application, the first embodiment of the present application is described in detail below in conjunction with the flow chart of a train rescue method provided by the first embodiment of the present invention shown in FIG1 .

[0054] Referring to Figure 1, a flow chart of a train rescue method according to a first embodiment of the present invention is shown. The method is applied to a train rescue system, comprising a rescue locomotive and a rescued train. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit. The rescued train includes a train rescue mode switch, a train control system, and a brake control system. Specifically, the rescue locomotive is equipped with a pressure switch, a pressure sensor, and a train pipe connected to the rescue locomotive to detect the pressure in the rescue locomotive train pipe. A pneumatic piston valve is also connected to the rescue locomotive train pipe and is controlled by the emergency brake solenoid valve. When the emergency brake solenoid valve loses power, the main air duct pressure connected to it is connected to the pneumatic piston valve, pushing it to the exhaust position, causing the rescue locomotive train pipe to exhaust to the atmosphere. The command conversion unit, installed on the rescue locomotive, reads the electrical signals from the pressure switch, the pressure sensor, and the emergency brake electrical line. The brake command unit outputs the brake command electrical line and the brake level electrical line to the brake control system of the rescued urban train. The rescue locomotive and the rescued urban train are connected to the main air duct and the electric train line through the coupler. The train rescue method includes steps S101 to S103:

[0055] S101: When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the instruction conversion unit to activate the instruction conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the brake control system to activate the brake control system to enter the rescue mode.

[0056] Specifically, a locomotive rescue mode switch is set in the rescue locomotive, and a train rescue mode switch is set in the rescued train. When the rescue locomotive is needed to rescue the rescued train, the locomotive rescue mode switch and the train rescue mode switch are turned on by manual operation, and the control systems (corresponding to the locomotive control system and the train control system) of the rescue locomotive and the faulty urban train (rescued train) both output rescue mode activation electrical signals (corresponding to the locomotive rescue mode activation electrical signals and the train rescue mode activation electrical signals) to the command conversion unit in the rescue locomotive and the brake control system in the rescued train respectively.

[0057] When a rescue locomotive is used to rescue a faulty urban train, the rescue locomotive is coupled to the faulty urban train. The rescue locomotive and the faulty urban train use the same coupler, and the main air duct and electrical wires can be directly connected through the coupler. The main air of the faulty urban train is provided by the rescue locomotive.

[0058] S102: When the rescue locomotive applies normal braking, the pressure sensor collects the pressure value of the locomotive train pipe and sends the pressure value to the instruction conversion unit; the instruction conversion unit sends a braking instruction to the braking control system and sends a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system responds to the braking instruction and the braking level electrical signal to control the rescued train to brake at the target braking level.

[0059] Specifically, since the rescue locomotive adopts an automatic air brake system, its braking command is transmitted through the train pipe pressure signal. When the brake is applied, the train pipe pressure drops, and when the brake is released, the train pipe pressure rises.

[0060] When the rescue locomotive applies common braking (under common braking conditions), the train pipe pressure drops. Taking the train pipe set pressure of 600kPa as an example, the area between 600kPa and 430kPa is the common braking area, corresponding to 0-100% common braking levels (the corresponding relationship is pre-set and stored in the database. After the instruction conversion unit receives the pressure value sent by the pressure sensor, it determines the target braking level corresponding to the pressure value from the database based on the pressure value). The instruction conversion unit outputs the braking instruction and the braking level electrical signal carrying the target braking level information to the braking control system of the faulty urban train.

[0061] S103: When the rescue locomotive applies emergency braking, the pressure value of the locomotive train pipe drops to a set value, and the pressure switch sends an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve responds to the emergency braking electrical signal and discharges the locomotive train pipe through the pneumatic piston valve; the emergency braking train line sends the emergency braking electrical signal to the braking control system; the braking control system controls the emergency braking of the rescued train.

[0062] Specifically, when the rescue locomotive applies emergency braking (under emergency braking conditions), taking the train pipe set pressure of 600kPa as an example, the locomotive train pipe pressure drops below 380kPa until 0, which exceeds the set value of the pressure switch. The pressure switch sends an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line. The emergency braking solenoid valve responds to the emergency braking electrical signal and discharges the locomotive train pipe through the pneumatic piston valve; at the same time, the emergency braking electrical signal is transmitted to the braking control system and train control system of the urban train through the coupler and the emergency braking train line, and the rescued train will synchronously apply emergency braking.

[0063] In a feasible embodiment, referring to FIG. 2 , FIG. 2 shows a flow chart of a rescue locomotive braking method provided in Example 1 of the present invention, wherein the method further includes steps S201 to S203:

[0064] S201: When the rescue train is triggered to perform emergency braking, the train control system sends an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve.

[0065] S202: The braking control system controls the rescued train to apply emergency braking in response to the emergency braking electrical signal.

[0066] S203: The emergency brake solenoid valve responds to the emergency brake electrical signal and controls the exhaust of the locomotive train pipe to enable the rescue locomotive to synchronously apply emergency brakes.

[0067] Specifically, in addition, during the rescue operation, when the emergency brake of the rescued train suddenly fails, the train control system of the rescued train will send an emergency braking electrical signal to the brake control system of the rescued train, and connect the emergency braking solenoid valve on the rescue locomotive through the coupler and the emergency braking train line to control the train pipe exhaust of the rescue locomotive, so that the rescue locomotive will synchronously generate emergency braking to prevent the risk of coupler breakage caused by the locomotive still being in traction state, thereby improving the safety of the rescue work.

[0068] In a feasible embodiment, the rescue locomotive also includes a locomotive relay, a locomotive main air duct, a main air duct shut-off valve and a train pipe shut-off valve, and the rescued train also includes a train main air duct; the relay is arranged between the pressure switch and the emergency brake train line; the emergency brake train line is respectively connected to the emergency brake solenoid valve, the command conversion unit, the brake control system, and the train control system, and the emergency brake train line is used to transmit the emergency brake electrical signal; the rescue locomotive and the rescued train are connected through a coupler, and the rescue locomotive and each electrical train line in the rescued train are connected through the coupler, and the locomotive main air duct and the train main air duct are connected through the coupler.

[0069] Specifically, a relay is set between the pressure switch and the emergency brake train line, and the main air duct shut-off valve and the train pipe shut-off valve are in a closed state when non-rescue work is not underway.

[0070] In a feasible embodiment, when the pressure switch sends an emergency brake electrical signal to the emergency brake train line, the method further includes:

[0071] The relay starts timing when the pressure switch sends an emergency braking signal. After the set delay time (the time should ensure that the train applies emergency braking at the highest operating speed until it stops), the emergency braking signal sent by the bypass pressure switch is stopped to stop the transmission of the emergency braking signal, thereby avoiding the pressure switch and the emergency brake solenoid valve from continuously exhausting air to form an unrelieved closed loop, so that the rescue locomotive can fill the locomotive train pipe with air to relieve the pressure after it stops.

[0072] Specifically, the function of the relay is to bypass the emergency brake electrical signal after a set delay time to ensure that the train stops sending an emergency brake signal to the emergency brake train line after it stops completely, so that the connected emergency brake solenoid valve no longer controls the discharge train pipe.

[0073] In a feasible implementation scheme, referring to FIG3 , FIG3 shows a flow chart of an emergency braking instruction backup method provided by Example 1 of the present invention, wherein the method includes steps S301 to S302:

[0074] S301: The instruction conversion unit continuously detects the pressure value of the locomotive train pipe through the pressure sensor, and determines whether the pressure value drops to a set value.

[0075] S302: If the pressure value drops to the set value, the instruction conversion unit determines that the rescue locomotive has applied emergency braking, and sends a braking instruction and a maximum common braking level signal to the braking control system to achieve redundant backup of the emergency braking instruction.

[0076] Specifically, the command conversion unit continuously detects the drop in train pipe pressure through the pressure sensor, and issues a braking command and the maximum common braking level signal to the rescue vehicle's braking control system as a redundant backup for emergency braking to ensure safety.

[0077] In one feasible embodiment, the method further comprises:

[0078] The instruction conversion unit performs fault diagnosis according to the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the detection value of the pressure sensor.

[0079] Specifically, the instruction conversion unit detects the emergency brake electrical signal, the pressure switch state signal, and the pressure signal of the pressure sensor for fault diagnosis.

[0080] Example 2

[0081] A second embodiment of the present invention provides a train rescue system, wherein the system includes a rescue locomotive and a rescued train, the rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit, and the rescued train includes a train rescue mode switch, a train control system, and a brake control system:

[0082] When the locomotive rescue mode switch is turned on, the locomotive control system is used to send a locomotive rescue mode activation electrical signal to the instruction conversion unit to activate the instruction conversion unit; when the train rescue mode switch is turned on, the train control system is used to send a train rescue mode activation electrical signal to the brake control system to activate the brake control system to enter the rescue mode;

[0083] When the rescue locomotive applies the service brake, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the instruction conversion unit; the instruction conversion unit is used to send a braking instruction to the brake control system and send a braking level electrical signal to the brake control system according to the target braking level corresponding to the pressure value; the brake control system is used to control the rescued train to brake at the target braking level in response to the braking instruction and the braking level electrical signal;

[0084] When the rescue locomotive applies emergency braking, the pressure value of the locomotive train pipe drops to a set value. The pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to discharge the locomotive train pipe through the pneumatic piston valve in response to the emergency braking electrical signal; the emergency braking train line is used to send the emergency braking electrical signal to the braking control system; the braking control system is used to control the emergency braking of the rescued train.

[0085] In a feasible embodiment, the train control system is configured to send an emergency braking electrical signal to the brake control system and the emergency brake solenoid valve when the rescue train suddenly triggers emergency braking;

[0086] The brake control system is used to control the rescued train to apply emergency brakes in response to the emergency brake electrical signal;

[0087] The emergency brake solenoid valve is used to respond to the emergency brake electrical signal and control the exhaust of the locomotive train pipe so that the rescue locomotive can synchronously apply emergency brakes.

[0088] In a feasible embodiment, the rescue locomotive further includes a locomotive relay, a locomotive main air duct, a main air duct shutoff valve and a train pipe shutoff valve, and the rescued train further includes a train main air duct;

[0089] The relay is arranged between the pressure switch and the emergency brake train line; the emergency brake train line is respectively connected to the emergency brake solenoid valve, the command conversion unit, the brake control system, and the train control system, and the emergency brake train line is used to transmit the emergency brake electrical signal; the rescue locomotive and the rescued train are connected through a coupler, and the rescue locomotive and each electrical train line in the rescued train are connected through the coupler, and the locomotive main air duct and the train main air duct are connected through the coupler.

[0090] In a feasible implementation scheme, the relay is used to close after a set delay time when the pressure switch sends an emergency braking electrical signal to the emergency braking train line, so as to stop the transmission of the emergency braking electrical signal, thereby avoiding the continuous exhaust of air between the pressure switch and the emergency braking solenoid valve to form an unrelieved closed loop, so that the locomotive train pipe can be filled with air to relieve the emergency after the rescue locomotive stops.

[0091] In a feasible embodiment, the instruction conversion unit is used to continuously detect the pressure value of the locomotive train pipe through the pressure sensor and determine whether the pressure value drops to a set value;

[0092] The command conversion unit is used to determine that the rescue locomotive has applied emergency braking if the pressure value drops to the set value, and send a braking command and a maximum common braking level signal to the braking control system to achieve redundant backup of the emergency braking command.

[0093] In a feasible implementation manner, the instruction conversion unit is used to perform fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the pressure value detected by the pressure sensor.

[0094] Specifically, referring to FIG4 , FIG4 shows a schematic structural diagram of a specific train rescue system provided by the second embodiment of the present invention, wherein the specific train rescue system includes a rescue locomotive and a city train, the rescue locomotive and the city train are connected by a coupler, the rescue locomotive includes a pressure switch 01, a pressure sensor 02, a relay 03, a pneumatic piston valve 04, an emergency brake solenoid valve 05, a main air duct shut-off valve 06, a train pipe shut-off valve 07, a locomotive main air duct, a train pipe and a command conversion unit, and the city train includes a brake control system, a train control system and a train main air duct. When it is necessary to use the rescue locomotive in the train rescue system to rescue the city train, the command conversion unit, the brake control system and the train control system are activated by the rescue mode electrical signal to enter the rescue state, and the rescue mode is activated. The command conversion unit and the pressure switch are used to send the brake command to the brake control system. The brake control system is used to control the train to apply brakes according to the brake electrical signal received from the rescue locomotive, including emergency braking and normal braking at the brake level.

[0095] Example 3

[0096] A third embodiment of the present application provides a rescue locomotive, the rescue locomotive comprising a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit;

[0097] When the locomotive rescue mode switch is turned on, the locomotive control system is used to send a locomotive rescue mode activation electrical signal to the instruction conversion unit to activate the instruction conversion unit;

[0098] When the rescue locomotive applies the service brake, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the instruction conversion unit;

[0099] When the rescue locomotive applies emergency braking, the pressure value of the locomotive train pipe drops to a set value, and the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve.

[0100] The train rescue system provided in the embodiment of the present invention can be specific hardware on the device or software or firmware installed on the device. The system provided in the embodiment of the present invention has the same implementation principles and technical effects as the aforementioned method embodiment. For the sake of brief description, any matters not mentioned in the system embodiment can be referred to the corresponding content in the aforementioned method embodiment. Those skilled in the art will clearly understand that for the convenience and brevity of description, the specific working processes of the aforementioned systems, systems, and units can all refer to the corresponding processes in the aforementioned method embodiment and will not be repeated here.

[0101] In the embodiments provided by the present invention, it should be understood that the disclosed systems and methods can be implemented in other ways. The system embodiments described above are merely illustrative. For example, the division of the units is merely a logical function division. There may be other division methods in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some communication interface, device or unit, which may be electrical, mechanical or other forms.

[0102] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0103] In addition, each functional unit in the embodiment provided by the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0104] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0105] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description and are not to be understood as indicating or implying relative importance.

[0106] Finally, it should be noted that the above-described embodiments are only specific implementations of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the above-described embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-described embodiments within the technical scope disclosed by the present invention, or replace some of the technical features therein with equivalents. However, such modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present invention. They should all be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A train rescue method, characterized in that, Applied to a train rescue system, the system includes a rescue locomotive and a train to be rescued. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency brake train line, an emergency brake solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and a command conversion unit. The train to be rescued includes a train rescue mode switch, a train control system, and a brake control system. The method includes: When the locomotive rescue mode switch is turned on, the locomotive control system sends a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; when the train rescue mode switch is turned on, the train control system sends a train rescue mode activation electrical signal to the brake control system to activate the brake control system to enter the rescued mode; When the rescue locomotive applies service brake, the pressure sensor collects the pressure value of the locomotive train pipe and sends the pressure value to the command conversion unit; the command conversion unit sends a brake command to the brake control system and sends a brake level electrical signal to the brake control system according to the target brake level corresponding to the pressure value; the brake control system responds to the brake command and the brake level electrical signal to control the train to be rescued to brake at the target brake level; When the rescue locomotive applies emergency brake, when the pressure value of the locomotive train pipe drops to a set value, the pressure switch sends an emergency brake electrical signal to the emergency brake solenoid valve and the emergency brake train line; the emergency brake solenoid valve responds to the emergency brake electrical signal and discharges the locomotive train pipe through the pneumatic piston valve; the emergency brake train line sends the emergency brake electrical signal to the brake control system; the brake control system controls the train to be rescued to apply emergency brake.

2. The method according to claim 1, wherein The method further includes: When an emergency brake of the train to be rescued is triggered suddenly, the train control system sends an emergency brake electrical signal to the brake control system and the emergency brake solenoid valve; The brake control system responds to the emergency brake electrical signal to control the train to be rescued to apply emergency brake; The emergency brake solenoid valve responds to the emergency brake electrical signal to control the locomotive train pipe to exhaust air so that the rescue locomotive applies emergency brake synchronously.

3. The method according to claim 1, characterized in that, The rescue locomotive further includes a locomotive relay, a locomotive main air pipe, a main air pipe cut-off cock, and a train pipe cut-off cock. The train to be rescued further includes a train main air pipe; The relay is arranged between the pressure switch and the emergency brake train line; the emergency brake train line is respectively connected to the emergency brake solenoid valve, the command conversion unit, the brake control system, and the train control system. The emergency brake train line is used to transmit the emergency brake electrical signal; the rescue locomotive and the train to be rescued are coupled through a coupler. Each electrical train line in the rescue locomotive and the train to be rescued is connected through the coupler, and the locomotive main air pipe and the train main air pipe are connected through the coupler.

4. The method according to claim 3, wherein When the pressure switch sends an emergency braking electrical signal to the emergency braking train line, the method further includes: When the pressure switch sends an emergency braking electrical signal, the relay starts timing, and after a set delay time, bypasses the emergency braking electrical signal sent by the pressure switch to stop the transmission of the emergency braking electrical signal, avoiding the continuous exhaust of the pressure switch and the emergency braking solenoid valve from forming an unrelievable closed loop, so that after the rescue locomotive stops, the locomotive train pipe can be filled with air for relief.

5. The method according to claim 1, characterized in that The method includes: The instruction conversion unit continuously detects the pressure value of the locomotive train pipe through the pressure sensor and determines whether the pressure value drops to a set value; If the pressure value drops to the set value, the instruction conversion unit determines that the rescue locomotive has applied emergency braking and sends a braking instruction and a maximum service braking level signal to the braking control system to achieve redundant backup of the emergency braking instruction issuance.

6. The method according to claim 5, wherein The method further includes: The instruction conversion unit performs fault diagnosis based on the emergency braking electrical signal, the emergency braking electrical signal sent by the pressure switch, and the detection value of the pressure sensor.

7. A train rescue system, characterized in that, The system includes a rescue locomotive and a rescued train. The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system, and an instruction conversion unit. The rescued train includes a train rescue mode switch, a train control system, and a braking control system: When the locomotive rescue mode switch is turned on, the locomotive control system is configured to send a locomotive rescue mode activation electrical signal to the instruction conversion unit to activate the instruction conversion unit; when the train rescue mode switch is turned on The train control system is configured to send a train rescue mode activation electrical signal to the braking control system to activate the braking control system to enter the rescued mode; When the rescue locomotive applies service braking, the pressure sensor is configured to collect the pressure value of the locomotive train pipe and send the pressure value to the instruction conversion unit; the instruction conversion unit is configured to send a braking instruction to the braking control system and send a braking level electrical signal to the braking control system according to the target braking level corresponding to the pressure value; the braking control system is configured to respond to the braking instruction and the braking level electrical signal and control the rescued train to brake at the target braking level; When the rescue locomotive applies emergency braking and the pressure value of the locomotive train pipe drops to the set value, the pressure switch is configured to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is configured to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve; the emergency braking train line is configured to send the emergency braking electrical signal to the braking control system; the braking control system is configured to control the rescued train to apply emergency braking.

8. The system according to claim 7, characterized in that The train control system is used to send an emergency braking electrical signal to the braking control system and the emergency braking solenoid valve when an emergency braking of the rescued train is triggered suddenly; The braking control system is used to control the rescued train to apply emergency braking in response to the emergency braking electrical signal; The emergency braking solenoid valve is used to control the exhaust of the locomotive train pipe in response to the emergency braking electrical signal, so that the rescue locomotive synchronously applies emergency braking.

9. The system according to claim 7, wherein The rescue locomotive further includes a locomotive relay, a locomotive main air pipe, a main air pipe cut-off cock and a train pipe cut-off cock, and the rescued train further includes a train main air pipe; The relay is arranged between the pressure switch and the emergency braking train line; the emergency braking train line is respectively connected to the emergency braking solenoid valve, the command conversion unit, the braking control system and the train control system, and the emergency braking train line is used to transmit the emergency braking electrical signal; the rescue locomotive and the rescued train are coupled through a coupler, and each electrical train line in the rescue locomotive and the rescued train is connected through the coupler, and the locomotive main air pipe and the train main air pipe are connected through the coupler.

10. A rescue locomotive, characterized in that, The rescue locomotive includes a pressure switch, a pressure sensor, a pneumatic piston valve, an emergency braking train line, an emergency braking solenoid valve, a locomotive train pipe, a locomotive rescue mode switch, a locomotive control system and a command conversion unit; When the locomotive rescue mode switch is turned on, the locomotive control system is used to send a locomotive rescue mode activation electrical signal to the command conversion unit to activate the command conversion unit; When the rescue locomotive applies service braking, the pressure sensor is used to collect the pressure value of the locomotive train pipe and send the pressure value to the command conversion unit; When the rescue locomotive applies emergency braking and the pressure value of the locomotive train pipe drops to a set value, the pressure switch is used to send an emergency braking electrical signal to the emergency braking solenoid valve and the emergency braking train line; the emergency braking solenoid valve is used to respond to the emergency braking electrical signal and discharge the locomotive train pipe through the pneumatic piston valve.

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