Parking brake module for locomotive and control method therefor

Abstract

The present invention belongs to the technical field of rail transit vehicles, and particularly relates to a parking brake module for a locomotive, and a control method therefor. The technical solution is as follows: a parking brake module for a locomotive, the parking brake module comprising a two-way valve, wherein a main air pipe air circuit and a train pipe air circuit are respectively connected to two inlet ends of the two-way valve. A main air pipe cock is connected to the main air pipe air circuit, and a train pipe cock is connected to the train pipe air circuit. An intake air circuit is connected to an air outlet of the two-way valve, and a brake air circuit is connected to the other end of the intake air circuit. A pressure-reducing valve and a parking brake electrically controlled valve are sequentially connected to the brake air circuit. An outlet end of the brake air circuit is connected to a front bogie parking brake pipe air circuit and a rear bogie parking brake pipe air circuit, respectively. A front bogie parking brake cock is connected to the front bogie parking brake pipe air circuit, and a rear bogie parking brake cock is connected to the rear bogie parking brake pipe air circuit. Provided in the present invention are a parking brake module for a locomotive and a control method therefor.

Description

Locomotive parking brake module and control method TECHNICAL FIELD

[0001] The present application belongs to the technical field of rail transit vehicles, and particularly relates to a locomotive parking brake module and a control method. BACKGROUND

[0002] The air brake system of a locomotive vehicle adopts a method of charging air to a brake cylinder for braking. In the case of long-term parking and slope parking, air leakage is inevitable. The parking brake system brakes the locomotive by exhausting air from the parking brake cylinder, thereby avoiding the locomotive from rolling due to air leakage in the air brake system and ensuring the safety of the locomotive.

[0003] Defects of the existing locomotive parking brake system:

[0004] 1) The existing parking brake system mostly controls the front and rear bogie parking brake cylinders of the locomotive together. When any parking brake cylinder or pipeline fails or leaks during driving, the entire parking brake system of the vehicle cannot be used.

[0005] 2) The existing parking brake system mostly uses a single air source of the main air pipe or a double air source of the main air pipe and the train pipe as the parking brake input air source, without an external air source port. When the locomotive is parked for a long time without air blowing, the locomotive cannot be temporarily moved. In addition, when the parking brake system fails, it is difficult to determine whether it is a parking brake pipeline or a parking brake module failure.

[0006] 3) When the train pipe is used as the air source, there is a risk of triggering emergency braking due to the too fast pressure reduction speed of the train pipe.

[0007] 4) The existing parking brake application usually relies on the driver to control the button to apply or release the parking brake. If the parking brake solenoid is misoperated due to current influence during driving, the wheels of the locomotive will be locked, affecting the safety of driving. If the parking brake is released in the case that the service brake is not applied or the service brake force is insufficient, there is a risk of rolling. SUMMARY

[0008] In order to solve the above problems existing in the prior art, the purpose of the present application is to provide a locomotive parking brake module and a control method.

[0009] The technical solution adopted by the present application is:

[0010] The application discloses a parking brake module for a locomotive, which comprises a two-way valve, a total air pipe gas path and a train pipe gas path connected to two inlet ends of the two-way valve respectively, a total air pipe plug valve connected to the total air pipe gas path, a train pipe plug valve connected to the train pipe gas path, an air inlet gas path connected to an air outlet of the two-way valve, a brake gas path connected to the other end of the air inlet gas path, a pressure reducing valve and a parking brake electric control valve connected to the brake gas path in sequence, a front bogie parking brake pipe gas path and a rear bogie parking brake pipe gas path connected to an outlet end of the brake gas path respectively, a front bogie parking brake plug valve connected to the front bogie parking brake pipe gas path, and a rear bogie parking brake plug valve connected to the rear bogie parking brake pipe gas path.

[0011] When the front bogie parking brake plug valve is opened, the parking brake system controls the front bogie parking brake cylinder to brake or release; when the rear bogie parking brake plug valve is opened, the parking brake system controls the rear bogie parking brake cylinder to brake or release.

[0012] The parking brake module can realize independent control of the front and rear bogie parking brake cylinders of the locomotive, and when the front or rear bogie parking brake cylinder or pipe path is damaged, the front or rear bogie parking brake plug valve can be closed, so that the parking brake function can be realized even if one of the front and rear bogie parking brake cylinders or pipe paths is damaged, and the safety of the locomotive is improved.

[0013] As a preferred scheme of the application, a front bogie parking brake pressure sensor is connected to the front bogie parking brake pipe gas path through a gas path, and a rear bogie parking brake pressure sensor is connected to the rear bogie parking brake pipe gas path through a gas path. The front bogie parking brake pressure sensor monitors the pressure of the front bogie parking brake pipe and transmits the pressure value to a locomotive microcomputer. The rear bogie parking brake pressure sensor monitors the pressure of the rear bogie parking brake pipe and transmits the pressure value to the locomotive microcomputer.

[0014] As a preferred scheme of the application, a quick-connection pressure sensor test gas path is connected to the front bogie parking brake pipe gas path. The quick-connection pressure sensor test gas path is used for connecting an external pressure sensor and is mainly applied to the pressure adjustment of the parking brake pressure electric control valve and the calibration of the pressure sensor.

[0015] As a preferred scheme of the application, an external air source gas path is connected to the outlet end of the brake gas path. The external air source gas path is mainly used for realizing temporary control of the parking brake and fault detection in the case that the locomotive is in a state of no air and no electricity.

[0016] As a preferred scheme of the application, a reducer is further connected to the train pipe gas path. The reducer is used for ensuring that the train pipe has a certain air charging rate for the parking brake and preventing the train pipe from being rapidly depressurized to cause emergency braking.

[0017] As a preferred scheme of the present application, the air inlet path is connected with a filter.

[0018] As a preferred scheme of the present application, the inlet end of the brake air path is connected with an auxiliary air path, and the other end of the auxiliary air path is connected with an auxiliary air cylinder through a pipeline.

[0019] The parking brake module of the present application is provided with an external air source interface. When the locomotive is parked for a long time, the locomotive can be temporarily moved through the external air source without air blowing. When the parking brake system fails, the bogie parking brake pipeline can be tested through the external air source to determine whether the pipeline is faulty.

[0020] As a preferred scheme of the present application, the main air pipe path and the train pipe path are both connected with a one-way valve. The one-way valve ensures that compressed air cannot be transmitted from the auxiliary air cylinder to the main air pipe and the train pipe, preventing air leakage between the train pipe, the main air pipe and the auxiliary air cylinder when the two-way valve fails.

[0021] The present application is provided with a one-way valve and a two-way valve on the input air source pipeline. When either of the two fails, the other component can be used as a redundant control to prevent air leakage between the train pipe, the main air pipe and the auxiliary air cylinder.

[0022] As a preferred scheme of the present application, the parking brake air path board is also included, and the two-way valve, the main air pipe path, the train pipe path, the main air pipe plug door, the train pipe plug door, the air inlet path, the brake air path, the pressure reducing valve, the parking brake electric control valve, the front bogie parking brake pipe path, the rear bogie parking brake pipe path, the front bogie parking brake plug door and the rear bogie parking brake plug door are all integrated on the parking brake air path board.

[0023] A parking brake control method for a locomotive, comprising the following steps:

[0024] When the locomotive speed is greater than or equal to 10Km / h, or the locomotive speed is less than 10Km / h and the brake cylinder pressure is greater than or equal to 100KPa, the microcomputer controls the parking brake button to apply a signal invalid, and the parking brake is prohibited from starting; if the parking brake is mistakenly started, the microcomputer inputs a release signal to the parking brake electric control valve for automatic release;

[0025] When the locomotive speed is less than 10Km / h and the brake cylinder pressure is less than 100KPa, the microcomputer controls the parking brake button to apply a signal valid; if the locomotive service brake system fails and the brake cylinder pressure is too small to stop the locomotive, the locomotive electric brake can be used to reduce the speed to below 10Km / h, and then the parking brake is used to stop the locomotive;

[0026] When the brake cylinder pressure is less than 300KPa, the microcomputer control parking brake button release signal is invalid, and the parking brake release is not allowed.

[0027] The beneficial effects of the present application are:

[0028] 1. The parking brake module of the present application can realize independent control of the front and rear bogie parking brake cylinders of the locomotive. When the front or rear bogie parking brake cylinder or pipeline fails, the front or rear bogie parking brake stop valve can be closed, ensuring that the parking brake function can still be realized even if one of the bogie parking brake cylinders or pipelines is damaged, thereby improving the safety of the locomotive.

[0029] 2. The parking brake module of the present application is provided with an external air source interface. When the locomotive is parked for a long time and air is not supplied, the locomotive can be temporarily moved by using the external air source. When the parking brake system fails, the bogie parking brake pipeline can be tested by using the external air source to determine whether the failure is caused by the pipeline.

[0030] 3. The present application is provided with a one-way valve and a two-way valve on the input air source pipeline. When either of the two valves fails, the other valve can be used as a redundant control to prevent air from leaking between the train pipe, the main air pipe, and the auxiliary air cylinder.

[0031] 4. The parking brake control method of the present application provides that when the speed of the locomotive is greater than or equal to 10Km / h, the parking brake is prohibited from being applied, which can prevent the wheels from being locked during high-speed operation of the locomotive. When the speed of the locomotive is less than 10Km / h and the brake cylinder pressure is greater than or equal to 100KPa, the parking brake is prohibited from being applied, which can prevent the brake cylinder braking force and the parking brake force from being superimposed when the locomotive is parked at low speed, resulting in excessive brake force and damage to the wheels. If the parking brake is mistakenly started under the above two conditions, it will be automatically released, further improving the safety of the train. When the speed of the locomotive is less than 10Km / h and the brake cylinder pressure is less than 100KPa, the parking brake is allowed to be applied, which can prevent the locomotive from being unable to stop due to failure of the service brake system.

[0032] 5. The parking brake control method of the present application provides that the brake cylinder pressure is greater than 300KPa, and the parking brake button release is allowed, which can prevent the locomotive from rolling when the service brake is not applied or the service brake force is small, thereby improving the safety of the locomotive. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 is a schematic diagram of the present application;

[0034] Figure 2 is a front view of the present application;

[0035] Figure 3 is a left view of the present application;

[0036] Fig. 4 is a rear view of the present application.

[0037] In the figure: 1 - total air pipe interface; 2 - train pipe interface; 3 - front bogie parking brake pipe interface; 4 - rear bogie parking brake pipe interface; 5 - auxiliary air cylinder pipe interface; 6 - external air source port; 7 - quick-connection pressure sensor test interface; C22 - total air pipe plug valve; C21 - train pipe plug valve; C12 - one-way valve; C10 - pinch; C13 - two-way valve; C01 - filter; C14 - pressure reducing valve; C05 - parking brake electric control valve; C28 - front bogie parking brake plug valve; C29 - rear bogie parking brake plug valve; C06 - front bogie parking brake pressure sensor; C07 - rear bogie parking brake pressure sensor; C20 - auxiliary air cylinder. DETAILED DESCRIPTION

[0038] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the following will be combined with the accompanying drawings for the embodiments of the present application to make a clear and complete description of the technical solutions in the embodiments of the present application. Obviously, the described embodiments are a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the accompanying drawings can be arranged and designed in various different configurations.

[0039] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. All other embodiments obtained by a person of ordinary skill in the art without creative labor based on the embodiments in the present application belong to the scope of protection of the present application. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0040] As shown in Fig. 1, the parking brake module for locomotive in the embodiment comprises a two-way valve C13, two inlet ends of the two-way valve C13 are respectively connected with a total air pipe gas circuit and a train pipe gas circuit, the total air pipe gas circuit is connected with a total air pipe plug valve C22, the train pipe gas circuit is connected with a train pipe plug valve C21, a gas inlet of the two-way valve C13 is connected with an air inlet gas circuit, the other end of the air inlet gas circuit is connected with a brake gas circuit, the brake gas circuit is sequentially connected with a pressure reducing valve C14 and a parking brake electric control valve C05, an outlet end of the brake gas circuit is respectively connected with a front bogie parking brake pipe gas circuit and a rear bogie parking brake pipe gas circuit, the front bogie parking brake pipe gas circuit is connected with a front bogie parking brake plug valve C28 which is always open, and the rear bogie parking brake pipe gas circuit is connected with a rear bogie parking brake plug valve C29 which is always open.

[0041] When the front bogie parking brake plug C28 is opened, the parking brake system controls the front bogie parking brake cylinder to brake or release. When the rear bogie parking brake plug is opened, the parking brake system controls the rear bogie parking brake cylinder to brake or release.

[0042] The parking brake module of the application can realize independent control of the front and rear bogie parking brake cylinders of the locomotive. When the front or rear bogie parking brake cylinder or pipeline fails, the front bogie parking brake plug C28 or the rear bogie parking brake plug C29 can be closed, so that the parking brake function can still be realized in the case of damage to any one of the bogie parking brake cylinders or pipelines, and the safety of the locomotive is improved.

[0043] The front bogie parking brake pipeline is connected with a front bogie parking brake pressure sensor C06 through a gas path, the front bogie parking brake pressure sensor C06 is located on the side of the front bogie parking brake plug C28 away from the parking brake electric control valve C05, the rear bogie parking brake pipeline is connected with a rear bogie parking brake pressure sensor C07 through a gas path, and the rear bogie parking brake pressure sensor C07 is located on the side of the rear bogie parking brake plug C29 away from the parking brake electric control valve C05. The front bogie parking brake pressure sensor C06 monitors the pressure of the front bogie parking brake pipeline and transmits the pressure value to the locomotive microcomputer. The rear bogie parking brake pressure sensor C07 monitors the pressure of the rear bogie parking brake pipeline and transmits the pressure value to the locomotive microcomputer.

[0044] The front bogie parking brake pipeline is connected with a quick-connection pressure sensor test gas path, and the quick-connection pressure sensor test gas path is located on the side of the front bogie parking brake plug C28 close to the parking brake electric control valve C05. The quick-connection pressure sensor test gas path is used to connect an external pressure sensor and is mainly applied to the pressure adjustment of the parking brake pressure electric control valve and the calibration of the pressure sensor.

[0045] Furthermore, the outlet end of the brake gas path is connected with an external air source gas path. The external air source gas path is mainly used to realize temporary control of parking brake and fault detection in the case that the locomotive has no air and no electricity.

[0046] The train pipe gas path is also connected with a shrink plug C10, and the shrink plug C10 is located on the side of the train pipe plug C21 close to the two-way valve C13. The shrink plug C10 is used to ensure that the train pipe charging rate of the parking brake is constant and prevent the train pipe from being decompressed too quickly to cause emergency braking.

[0047] The inlet gas path is connected with a filter C01. The filter C01 filters the input compressed air to prevent impurities from entering the parking brake module and affecting the use of the pressure reducing valve C14 and the parking brake electric control valve C05.

[0048] Further, the inlet end of the brake air path is connected with an auxiliary air path, and the other end of the auxiliary air path is connected with an auxiliary air cylinder C20 through a pipeline. The auxiliary air cylinder C20 provides a stable pressure air source for the parking brake system.

[0049] The parking brake module of the application is provided with an external air source interface. When the locomotive is parked for a long time, the locomotive can be temporarily moved through the external air source without blowing air. When the parking brake system fails, the external air source can be used to test the bogie parking brake pipeline to determine whether the pipeline is faulty.

[0050] The total air pipe path and the train pipe path are both connected with a one-way valve C12. The one-way valve C12 on the train pipe path is located between the pinch C10 and the train pipe plug door C21, and the one-way valve C12 on the total air pipe path is located on the side of the total air pipe plug door C22 close to the two-way valve C13. The one-way valve C12 ensures that compressed air cannot be transmitted from the auxiliary air cylinder C20 to the total air pipe and the train pipe, preventing air from leaking between the train pipe, the total air pipe, and the auxiliary air cylinder C20 when the two-way valve C13 fails.

[0051] The application is provided with a one-way valve C12 and a two-way valve C13 on the input air source pipeline. When either of the two fails, the other component can be used as a redundant control to prevent air from leaking between the train pipe, the total air pipe, and the auxiliary air cylinder C20.

[0052] As shown in Figures 2-4, the application also includes a parking brake air path board, a two-way valve C13, a total air pipe air path, a train pipe air path, a total air pipe plug C22, a train pipe plug C21, an air inlet air path, a brake air path, a pressure reducing valve C14, a parking brake electric control valve C05, a front bogie parking brake pipe air path, a rear bogie parking brake pipe air path, a front bogie parking brake plug C28, a rear bogie parking brake plug C29, a front bogie parking brake pressure sensor C06, a rear bogie parking brake pressure sensor C07, a quick-connection pressure sensor test air path, an external air source air path, a contraction plug C10, a filter C01, an auxiliary air path, and a one-way valve C12, which are integrated on the parking brake air path board. The parking brake air path board is 320 mm long, 163 mm wide, and 350 mm high, and is fixed to the parking brake module by four bolts, and the installation method is simple. The parking brake board is provided with a total air pipe interface 1 on the total air pipe air path, a train pipe interface 2 on the train pipe air path, a front bogie parking brake pipe interface 3 on the front bogie parking brake pipe air path, a rear bogie parking brake pipe interface 4 on the rear bogie parking brake pipe air path, an auxiliary air cylinder pipe interface 5 on the auxiliary air path, an external air source port 6 on the external air source air path, and a quick-connection pressure sensor test interface 7 on the quick-connection pressure sensor test air path. The parking brake module air path interfaces are arranged on the back of the air path board, and the interfaces are connected to the air path pipes by tapered threads, which is a simple, concise and beautiful connection method.

[0053] Parking brake release

[0054] The parking brake button inputs a parking brake release signal to the microcomputer, and the microcomputer judges whether the input signal is valid according to the locomotive brake cylinder pressure. If it is an invalid signal, no operation is performed, and if it is a valid signal, the microcomputer transmits the parking brake release signal to the parking brake electric control valve C05. When the parking brake electric control valve C05 receives the release signal, compressed air passes through the parking brake electric control valve C05 passage, and then is divided into two paths: the front bogie brake pipe and the rear bogie parking brake pipe, and then respectively passes through the front bogie parking brake plug C28 and the rear bogie parking brake plug C29 to charge the parking brake cylinder with air, and performs parking brake release.

[0055] Parking brake application

[0056] The parking brake button inputs a parking brake application signal to the microcomputer, and the microcomputer judges whether the input signal is valid according to the locomotive speed. If it is an invalid signal, no operation is performed, and if it is a valid signal, the microcomputer transmits the parking brake application signal to the parking brake electric control valve C05. When the parking brake electric control valve C05 receives the brake signal, the parking brake electric control valve C05 closes the passage of the pressure air and the parking brake pipe, and the parking brake pressure air is discharged to the atmosphere through the exhaust hole of the parking brake electric control valve C05, and the parking brake is applied.

[0057] Parking brake pressure is transmitted to the locomotive display through the front bogie parking brake pressure sensor C06 and the rear bogie parking brake pressure sensor C07 for display. When the parking brake cylinder pressure is greater than 480 KPa, the indicator light is green, indicating that the parking brake is completely released. When the parking brake cylinder pressure is less than 80 KPa, the indicator light is red, indicating that the parking brake is completely applied. When the parking brake cylinder pressure is greater than 80 KPa and less than 480 KPa, the indicator light is yellow.

[0058] The locomotive parking brake control method of the embodiment comprises the following steps:

[0059] When the locomotive has the following two conditions: ① speed is greater than or equal to 10 Km / h; ② locomotive speed is less than 10 Km / h and brake cylinder pressure is greater than or equal to 100 KPa, the microcomputer controls the parking brake button application signal to be invalid, the parking brake is prohibited to start, and if the parking brake is mistakenly started under this condition, the microcomputer inputs a release signal to the parking brake electric control valve C05 for automatic release.

[0060] When the locomotive speed is less than 10 Km / h and the brake cylinder pressure is less than 100 KPa, the microcomputer controls the parking brake button application signal to be valid. If the locomotive service brake system fails and the brake cylinder pressure is too small to stop the locomotive, the locomotive electric brake can be used to reduce the speed to below 10 Km / h, and then the parking brake is used to stop the locomotive, which can avoid the risk of failure of the service brake and inability to stop the locomotive.

[0061] The parking brake control method of the present application provides that when the locomotive speed is greater than or equal to 10 Km / h, the parking brake is prohibited to apply, which can prevent the locomotive from wheel lock during medium and high speed movement. When the locomotive speed is less than 10 Km / h and the brake cylinder pressure is greater than or equal to 100 KPa, the parking brake is prohibited to apply, which can prevent the brake cylinder braking force and the parking brake force from being superimposed when the locomotive stops at low speed, resulting in excessive brake force and damage to the wheels. If the parking brake is mistakenly started under the above two conditions, it is automatically released, further improving the safety of the locomotive. When the locomotive speed is less than 10 Km / h and the brake cylinder pressure is less than 100 KPa, the parking brake is allowed to apply, which can not only ensure the normal use of the parking brake for parking, but also avoid the situation where the locomotive cannot stop due to failure of the service brake system.

[0062] When the brake cylinder pressure is less than 300 KPa, the microcomputer controls the parking brake button release signal to be invalid, and the parking brake is not allowed to be released. The parking brake control method of the present application provides that the brake cylinder pressure is greater than 300 KPa, and the parking brake button is allowed to be released, which can prevent the locomotive from rolling when the service brake is not applied or the service brake force is small, thereby improving the safety of the locomotive.

[0063] The present application is not limited to the above-mentioned optional embodiments, and anyone can derive other various forms of products under the inspiration of the present application, but regardless of any changes in shape or structure, any technical solutions falling within the scope defined by the claims of the present application fall within the protection scope of the present application.

Claims

1. A parking brake module for a locomotive, characterized by: The two inlet ends of the bidirectional valve (C13) are respectively connected with the main pipe air path and the train pipe air path, the main pipe air path is connected with the main pipe plug valve (C22), the train pipe air path is connected with the train pipe plug valve (C21), the gas outlet of the bidirectional valve (C13) is connected with the inlet air path, the other end of the inlet air path is connected with the brake air path, the brake air path is sequentially connected with the pressure reducing valve (C14) and the parking brake electric control valve (C05), the outlet end of the brake air path is respectively connected with the front bogie parking brake pipe air path and the rear bogie parking brake pipe air path, the front bogie parking brake pipe air path is connected with the front bogie parking brake plug valve (C28), and the rear bogie parking brake pipe air path is connected with the rear bogie parking brake plug valve (C29).

2. A parking brake module for a locomotive as defined in claim 1, wherein: The front bogie parking brake pipe air path is connected with the front bogie parking brake pressure sensor (C06) through the air path, and the rear bogie parking brake pipe air path is connected with the rear bogie parking brake pressure sensor (C07) through the air path.

3. A parking brake module for a locomotive as defined in claim 1, wherein: The front bogie parking brake pipe air path is connected with the quick-connection pressure sensor test air path.

4. The parking brake module of claim 1, wherein: The outlet end of the brake air path is connected with the external air source air path.

5. The parking brake module of claim 1, wherein: The train pipe air path is also connected with the shrink plug (C10).

6. A parking brake module for a locomotive as defined in claim 1, wherein: The inlet air path is connected with the filter (C01).

7. A parking brake module for a locomotive as defined in claim 1, wherein: The inlet end of the brake air path is connected with the auxiliary air path, and the other end of the auxiliary air path is connected with the auxiliary air cylinder (C20) through the pipeline.

8. A parking brake module for a locomotive as defined in claim 7, wherein: The main pipe air path and the train pipe air path are both connected with the check valve (C12).

9. The parking brake module for a locomotive and method of claim 1, wherein: The bidirectional valve (C13), the main pipe air path, the train pipe air path, the main pipe plug valve (C22), the train pipe plug valve (C21), the inlet air path, the brake air path, the pressure reducing valve (C14), the parking brake electric control valve (C05), the front bogie parking brake pipe air path, the rear bogie parking brake pipe air path, the front bogie parking brake plug valve (C28) and the rear bogie parking brake plug valve (C29) are all integrated on the parking brake air path plate.

10. A method of parking brake control for a locomotive using the parking brake module for a locomotive according to claim 1, characterized by: The following steps are included: When the locomotive speed is greater than or equal to 10Km / h, or the locomotive speed is less than 10Km / h and the brake cylinder pressure is greater than or equal to 100KPa, the microcomputer control parking brake button application signal is invalid, and the parking brake is prohibited to start; If the parking brake is misstarted, the microcomputer inputs the release signal to the parking brake electric control valve (C05) for automatic release; When the locomotive speed is less than 10Km / h and the brake cylinder pressure is less than 100KPa, the microcomputer control parking brake button application signal is valid; if the locomotive service brake system fails and the brake cylinder pressure is too small to stop the vehicle, the locomotive electric brake can be used to reduce the vehicle speed to below 10Km / h, and then the parking brake is used to stop the vehicle; When the brake cylinder pressure is less than 300KPa, the microcomputer control parking brake button release signal is invalid, and the parking brake is not allowed to release.

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