1. A brake system for train rescue is characterized in that a rescue brake system is installed on a rescue locomotive and/or a rescued vehicle, and the rescue brake system can control brake cylinders of the rescue locomotive and the rescued vehicle so as to brake or relieve the direct control of the rescue locomotive and the rescued vehicle.

2. The brake system for train rescue according to claim 1, wherein the rescue brake system is further capable of adjusting the brake cylinder pressure of the rescue locomotive and the rescued vehicle.

3. The brake system for train rescue according to claim 2, wherein the rescue brake system comprises a first rescue brake unit connected to the rescue locomotive and a second rescue brake unit connected to the rescued vehicle.

4. The braking system for train rescue as claimed in claim 3, further comprising a general control unit, wherein the general control unit is connected to the front ends of the first rescue braking unit and the second rescue braking unit, and the general control unit can control the first rescue braking unit and the second rescue braking unit to work or not work respectively.

5. A brake system for train rescue according to claim 4, characterized in that the master control unit comprises a control reservoir (102), a rescue control handle (101) connected to the control reservoir (102), and the relay valve (103) connected to the rescue control handle (101), the relay valve (103) being pneumatically connected to the common front end of the first rescue brake unit and the second rescue brake unit.

6. Brake system for train rescue according to claim 5, characterized in that the rescue control handle (101) comprises at least two gears, a running position and a braking position.

7. Brake system for train rescue according to claim 6, characterized in that the operating position and/or the braking position is a continuous braking interval from a minimum braking position to a maximum braking position.

8. A brake system for train rescue according to claim 7, characterized in that the first rescue brake unit and the second rescue brake unit each comprise a directional control valve (105), an inlet end of the directional control valve (105) is pneumatically connected with an outlet end of the relay valve (103), and an outlet end of the directional control valve (105) is pneumatically connected with a brake cylinder.

9. The brake system for train rescue according to claim 8, further comprising an electro-pneumatic interlocking valve (106), wherein the reversing valve (105) is a pneumatic control valve, the air outlet end of the electro-pneumatic interlocking valve (106) is pneumatically connected with the air inlet end of the reversing valve (105), and the air inlet end of the electro-pneumatic interlocking valve (106) is pneumatically connected with the pilot end of the reversing valve (105) and the air outlet end of the relay valve (103).

10. The braking system for train rescue according to any one of claims 4 to 9, wherein the number of the general control units is two, and the general control units are in an interlocking relationship.

Background

For the rescue of trains or motor train units at home and abroad, no special rescue locomotive is available, and no brake system suitable for the rescue trains is available. On a long and large downhill slope, the gliding force of the whole train is very large, and the safe downhill running of the whole train cannot be guaranteed only by the braking system of a single rescue locomotive. At present, the number of locomotives is infinitely increased for rescuing the whole train to ensure the braking safety of the train, or the motor train unit with the same model is dispatched to rescue the faulty motor train unit, the rescuing speed is only 5km/h, the rescuing efficiency is extremely low, the rescued train can be a freight train or a passenger motor train unit, and the braking systems of the rescuing locomotive and the rescued train are incompatible. For trains running on long and large slopes, such as trains running on Qinghai-Tibet lines, Chuan-Tibet lines and the like, a train braking system suitable for line rescue is urgently needed.

Disclosure of Invention

In order to overcome the defects of the prior art, the invention provides a braking system for train rescue, which solves the problems of low rescue efficiency, incompatibility and the like on a long and large downhill path in the prior art.

The technical scheme adopted by the invention for solving the problems is as follows:

a brake system for train rescue is installed on a rescue locomotive and/or a rescued vehicle, and can control brake cylinders of the rescue locomotive and the rescued vehicle so as to brake or relieve the direct control of the rescue locomotive and the rescued vehicle.

The braking system of the original locomotive and the original vehicle is kept unchanged, the rescue braking system is additionally arranged on the rescue locomotive and/or the rescued vehicle, and the rescue braking system can control the brake cylinders of the rescue locomotive and the rescued vehicle, so that the rescue locomotive and the rescued vehicle are directly controlled to brake or relieve, the braking safety of the rescued train and the rescued vehicle is ensured, the braking system of the original locomotive and the vehicle is kept unchanged, and the problem that the braking systems are incompatible is solved conveniently and effectively. The braking and relieving response is fast, and the rescue speed can be improved particularly on a long descending ramp.

As a preferable technical scheme, the rescue brake system can also adjust the brake cylinder pressure of the rescue locomotive and the rescued vehicle.

The brake cylinder pressure of the rescue locomotive and the rescued vehicle is adjusted, and the braking force can be accurately controlled according to different rescue vehicle weights and rescue line ramps.

As a preferred technical scheme, the rescue brake system comprises a first rescue brake unit connected to the rescue locomotive and a second rescue brake unit connected to the rescued vehicle.

The two rescue brake units respectively control the rescue locomotive and the rescued vehicle, and are convenient to control and install.

As a preferable technical scheme, the emergency rescue system further comprises a master control unit, the master control unit is connected to the front ends of the first rescue braking unit and the second rescue braking unit, and the master control unit can respectively control the first rescue braking unit and the second rescue braking unit to work or not to work.

The two paths of rescue brake units are more conveniently controlled, and the automation degree of the system is further improved.

As a preferable technical scheme, the master control unit comprises a control air cylinder, a rescue control handle connected with the control air cylinder, and the relay valve connected with the rescue control handle, and the relay valve is pneumatically connected with the common front end of the first rescue brake unit and the second rescue brake unit.

The structure is convenient for respectively generate aerodynamic force for the first rescue brake unit and the second rescue brake unit, and the aerodynamic force can be conveniently and integrally controlled.

As a preferred technical scheme, the rescue control handle at least comprises two gears of a running position and a braking position.

This facilitates handling of the operation and braking of the system.

Preferably, the operating position and/or the braking position is a continuous braking interval from a minimum braking position to a maximum braking position.

The setting of continuous gear makes through rescue control handle control system more accurate, the continuous control of being convenient for.

As a preferable technical scheme, the first rescue brake unit and the second rescue brake unit both comprise reversing valves, air inlet ends of the reversing valves are pneumatically connected with air outlet ends of the relay valves, and air outlet ends of the reversing valves are pneumatically connected with brake cylinders.

The reversing valve is convenient for controlling the brake cylinder through reversing, has simple structure and simple and convenient operation, and is convenient for realizing manufacture or relieving.

As a preferred technical scheme, the pneumatic reversing valve further comprises an electric pneumatic interlocking valve, the reversing valve is a pneumatic control valve, the air outlet end of the electric pneumatic interlocking valve is pneumatically connected with the air inlet end of the reversing valve, and the air inlet end of the electric pneumatic interlocking valve is pneumatically connected with the pilot end of the reversing valve and the air outlet end of the relay valve.

When the locomotive applies electric braking, the locomotive rescue braking is cut off, and the electric braking is preferentially applied.

As a preferable technical solution, the number of the total control units is two, and the total control units have an interlocking relationship.

The two sets of master control units with the interlocking relation enable the system to have a redundancy control function, and the safety and the reliability of the system are further improved.

Compared with the prior art, the invention has the following beneficial effects:

(1) the invention keeps the braking systems of the original locomotive and the original vehicle unchanged, the rescue braking system is additionally arranged on the rescue locomotive and/or the rescued vehicle, and the rescue braking system can control the brake cylinders of the rescue locomotive and the rescued vehicle, so that the direct control of the rescue locomotive and the rescued vehicle is braked or relieved, the braking safety of the rescued train and the rescued vehicle is ensured, the braking systems of the original locomotive and the original vehicle are kept unchanged, and the problem of incompatibility of the braking systems is effectively solved; the braking and relieving response is fast, and the rescue rate can be improved particularly on a long and steep descending slope;

(2) the invention adjusts the pressure of the brake cylinders of the rescue locomotive and the rescued vehicle, and realizes the accurate control of the braking force according to different rescue vehicle weights and rescue line ramps;

(3) the two rescue brake units respectively control the rescue locomotive and the rescued vehicle, so that the control and the installation are convenient;

(4) the invention is more convenient to control two paths of rescue brake units, and the automation degree of the system is further improved;

(5) the pneumatic brake device is convenient for generating pneumatic force for the first rescue brake unit and the second rescue brake unit respectively, and is convenient for integrally controlling the magnitude of the pneumatic force;

(6) the invention is convenient for controlling the operation and braking of the system;

(7) due to the arrangement of the continuous gears, the control system is more accurate through the rescue control handle, and the continuous control is facilitated;

(8) the reversing valve is convenient for controlling the brake cylinder through reversing, has a simple structure, is simple and convenient to operate, and is convenient to manufacture or relieve;

(9) the invention is convenient for cutting off the rescue brake of the locomotive and preferentially implementing the electric brake when the locomotive implements the electric brake;

(10) the two sets of master control units with the interlocking relation enable the system to have a redundancy control function, and the safety and the reliability of the system are further improved.

Drawings

FIG. 1 is a schematic structural view of the present invention;

fig. 2 is a schematic structural diagram of the present invention having two sets of general control units.

Reference numbers and corresponding part names in the drawings: 1. the brake cylinder automatic control device comprises an action pipe, 2, a first main air pipe, 3, a control air cylinder pipe, 4, a second main air pipe, 5, a first rescue pipe, 6, a first brake cylinder pipe, 7, a brake cylinder first guide pipe, 8, a rescue brake pipe, 9, a rescue first guide pipe, 10, a second brake cylinder pipe, 20, a second rescue pipe, 101, a rescue brake handle, 102, a control air cylinder, 103, a relay valve, 104, a pressure gauge, 105, a reversing valve, 106, an electro-pneumatic interlocking valve, 107, a first plug, 108, a rescue hose, 109, a second plug, 110 and a third plug.

Detailed Description

The present invention will be described in further detail with reference to examples and drawings, but the present invention is not limited to these examples.

Example 1

As shown in fig. 1 and 2, the brake system for train rescue is a rescue brake system installed on a rescue locomotive and/or a rescued vehicle, and the rescue brake system can control brake cylinders of the rescue locomotive and the rescued vehicle so as to brake or relieve the direct control of the rescue locomotive and the rescued vehicle.

The braking system of the original locomotive and the original vehicle is kept unchanged, the rescue braking system is additionally arranged on the rescue locomotive and/or the rescued vehicle, and the rescue braking system can control the brake cylinders of the rescue locomotive and the rescued vehicle, so that the rescue locomotive and the rescued vehicle are directly controlled to brake or relieve, the braking safety of the rescued train and the rescued vehicle is ensured, the braking system of the original locomotive and the vehicle is kept unchanged, and the problem that the braking systems are incompatible is solved conveniently and effectively. The braking and relieving response is fast, and the rescue speed can be improved particularly on a long descending ramp.

As a preferable technical scheme, the rescue brake system can also adjust the brake cylinder pressure of the rescue locomotive and the rescued vehicle.

The brake cylinder pressure of the rescue locomotive and the rescued vehicle is adjusted, and the braking force can be accurately controlled according to different rescue vehicle weights and rescue line ramps.

As a preferred technical scheme, the rescue brake system comprises a first rescue brake unit connected to the rescue locomotive and a second rescue brake unit connected to the rescued vehicle.

The two rescue brake units respectively control the rescue locomotive and the rescued vehicle, and are convenient to control and install.

As a preferable technical scheme, the emergency rescue system further comprises a master control unit, the master control unit is connected to the front ends of the first rescue braking unit and the second rescue braking unit, and the master control unit can respectively control the first rescue braking unit and the second rescue braking unit to work or not to work.

The two paths of rescue brake units are more conveniently controlled, and the automation degree of the system is further improved.

As a preferable technical solution, the general control unit includes a control reservoir 102, a rescue control handle 101 connected to the control reservoir 102, and the relay valve 103 connected to the rescue control handle 101, and the relay valve 103 is pneumatically connected to the common front end of the first rescue brake unit and the second rescue brake unit.

The structure is convenient for respectively generate aerodynamic force for the first rescue brake unit and the second rescue brake unit, and the aerodynamic force can be conveniently and integrally controlled.

As a preferred technical solution, the rescue control handle 101 at least includes two gears, namely a running position and a braking position.

This facilitates handling of the operation and braking of the system.

Preferably, the operating position and/or the braking position is a continuous braking interval from a minimum braking position to a maximum braking position.

Due to the arrangement of continuous gears, the system is controlled more accurately through the rescue control handle 101, and continuous control is facilitated.

Example 2

As shown in fig. 1 and fig. 2, as a further optimization of embodiment 1, this embodiment includes all the technical features of embodiment 1, and in addition, this embodiment further includes the following technical features:

as a preferable technical solution, the first rescue brake unit and the second rescue brake unit each include a directional control valve 105, an air inlet end of the directional control valve 105 is pneumatically connected with an air outlet end of the relay valve 103, and an air outlet end of the directional control valve 105 is pneumatically connected with a brake cylinder.

The reversing valve 105 is used for controlling the brake cylinder conveniently through reversing, and is simple in structure, simple and convenient to operate and convenient to manufacture or relieve.

As a preferable technical solution, the relay valve further comprises an electric pneumatic interlocking valve 106, the reversing valve 105 is a pneumatic control valve, an air outlet end of the electric pneumatic interlocking valve 106 is pneumatically connected with an air inlet end of the reversing valve 105, and an air inlet end of the electric pneumatic interlocking valve 106 is pneumatically connected with a pilot end of the reversing valve 105 and an air outlet end of the relay valve 103.

When the locomotive applies electric braking, the locomotive rescue braking is cut off, and the electric braking is preferentially applied.

As a preferable technical solution, the number of the total control units is two, and the total control units have an interlocking relationship.

The two sets of master control units with the interlocking relation enable the system to have a redundancy control function, and the safety and the reliability of the system are further improved.

Example 3

As shown in fig. 1 and 2, the present embodiment includes all the technical features of the embodiments 1 and 2, and provides a more detailed implementation manner based on the embodiments 1 and 2.

(1) Technical content

1) Overview

The method has the advantages that the braking system of the original locomotive and the vehicle is kept unchanged, the rescue braking system is additionally arranged on the rescue locomotive and the rescued vehicle respectively, the rescue braking handle is operated to directly control the braking and relieving of the rescue locomotive and the rescued vehicle, the pressure of the locomotive and the vehicle brake cylinder can be adjusted by adjusting the adjusting valve of the rescue braking handle, the braking force can be accurately controlled according to different rescue vehicle weights and rescue line slopes, and the braking safety of the rescued train is guaranteed.

2) System components

The brake system for the rescue train is shown in the attached figure 1 and mainly comprises two parts, wherein one part is arranged on a rescue locomotive, and the other part is arranged on a rescued vehicle.

The rescue brake system arranged on the rescue locomotive comprises components and pipelines, wherein the components comprise a rescue brake handle 101, a control air cylinder 102, a relay valve 103, a pressure gauge 104, a reversing valve 105, an electro-pneumatic interlocking valve 106, a first retraction plug 107, a rescue hose 108 and a second retraction plug 109; the pipeline comprises an acting pipe 1, a first main air pipe 2, a control air cylinder pipe 3, a second main air pipe 4, a first rescue pipe 5, a first brake cylinder pipe 6, a brake cylinder first guide pipe 7, a rescue brake pipe 8, a rescue first guide pipe 9, a second brake cylinder pipe 10 and a second rescue pipe 20.

The rescue brake system arranged on the rescued vehicle comprises components and pipelines, wherein the components comprise a reversing valve 105, a first plug 107, a rescue hose 108 and a third plug 110; the pipeline comprises a first brake cylinder pipe 6, a brake cylinder first guide pipe 7, a rescue brake pipe 8, a rescue first guide pipe 9, a second brake cylinder pipe 10 and a second rescue pipe 20.

The rescue brake system of the rescue locomotive with double-end operation is shown in the attached figure 2. With respect to fig. 1, a rescue brake handle 101, a control reservoir 102, a pressure gauge 104 and corresponding piping and a direction change valve 120 are added.

3) Component part

Rescue brake handle 101: the brake handle, the adjusting valve, the brake cam and the like are used as operation components for implementing rescue braking by a driver. The brake handle is provided with two action positions of a running position and a braking position, wherein the braking position is a continuous braking interval from the minimum braking to the maximum braking. The lower part is provided with four pipeline interfaces which comprise an acting pipe 1, a main air pipe, a control air cylinder pipe 3 and an exhaust pipe orifice.

Control reservoir 102: the relay valve 103 is controlled by controlling the inflation and the exhaust of the air cylinder through the rescue brake handle.

The relay valve 103: the control of the acting pipe 1 is received, and the air inflation or exhaust of the total wind direction rescue pipe is realized. Adopt diaphragm plate piston structural style, can automatic pressurize. The connecting pipeline comprises an acting pipe 1, a second main air pipe 4, a first rescue pipe 5 and an exhaust pipe opening.

Pressure gauge 104: the pressure values of the service tube 1 and the second rescue tube 20 are displayed.

The direction change valve 105: the first brake cylinder pipe 6 and the second brake cylinder pipe 10 or the rescue brake pipe 8 and the second brake cylinder pipe 10 are communicated in a plunger mode by comparing the pressure of the brake cylinder pilot pipe 7 and the rescue pilot pipe. The connecting pipeline comprises a first brake cylinder pipe 6, a brake cylinder first guide pipe 7, a rescue brake pipe 8, a rescue first guide pipe 9 and a second brake cylinder pipe 10.

Electric null interlock valve 106: when the locomotive applies electric braking, the locomotive rescue braking is cut off, and the electric braking is preferentially applied.

The first plug 107: controlling the braking and the speed of relieving the rescue brake of the locomotive (vehicle).

Rescue hose 108: and a rescue pipe connecting the rescue locomotive and the rescued train.

Second plug 109: and controlling the charging and discharging rate of the rescue brake of the locomotive.

Third plug 110: and controlling the charging and discharging rate of the rescue brake of the vehicle.

The direction change valve 120: when the controlled rescue operation handle is used for bidirectional operation locomotive rescue braking, the controlled rescue operation handle is automatically selected.

4) Mounting of

The brake system is installed as shown in figures 1 and 2.

The brake pipe or the brake equipment of the original locomotive or vehicle is represented without change, and is used for a brake system used under the normal operating condition of the locomotive or vehicle.

The emergency braking system is used for a braking system used when the emergency locomotive participates in rescue or the vehicle is rescued.

The brake cylinder pipeline of the original locomotive or vehicle is represented, and the rescue brake device is additionally arranged and is a section of pipeline needing to be removed.

5) Control method

Normal operation

When the rescue locomotive normally runs, the rescue brake handle is placed at the operation position, and the handle is taken out. When the rescued vehicle runs normally, the processing is not needed.

Preparation for rescue

When the train breaks down in line operation and needs rescue, the rescue locomotive arrives at a rescue site, and a rescue brake hose between the rescue locomotive and a rescued vehicle and a rescue brake hose between vehicles needing to participate in rescue brake at the front of the train are connected in a hanging manner.

The rescue brake handle is arranged at a full brake position, and the regulating valve is adjusted to enable the pressure of the rescue brake pipe 8 to reach a required value.

Rescue train operation

When the rescue train runs, the original locomotive brake valve handles are all arranged at the relieving positions, the rescue brake handles are arranged at the running positions, the brake and the rescue brake of the whole train are all in the relieving state, and the train can run normally.

Rescue brake

Braking the train, namely placing a rescue brake handle at a proper position (according to the braking force requirement) in a braking area, and enabling a first main air pipe 2 to enter a control air cylinder 102 and an action pipe 1 through a rescue brake valve until the pressure of the control air cylinder 102 is matched with the position of the handle to stop air charging; the action pipe 1 controls the relay valve 103 to act, so that the relay valve 103 is in a braking position, the pressure air of the second main air pipe 4 enters the first rescue pipe 5 and then enters the second rescue pipe 20, and when the pressure of the control air cylinder 102 stops rising, the relay valve 103 is in a pressure maintaining position; the pressure air of the second rescue pipe 20 is divided into two paths, one path enters the second rescue pipe 20 of the rescued vehicle through a second plug 109, a rescue hose 108 and a third plug 110, and the other path enters a reversing valve 105 through a first plug 107; the compressed air passing through the first plug 107 is divided into two paths, one path enters the first rescue conduit 9, the pressure of the first rescue conduit 7 is compared with the pressure of the first brake cylinder conduit 7 of the original locomotive brake cylinder, the first rescue brake passage or the normal brake passage is conducted according to the comparison result, at the moment, the normal brake is in a release state, therefore, the reversing valve 105 conducts the passages of the first rescue brake pipe 8 and the brake cylinder pipe, and the compressed air enters the locomotive brake cylinder through the first rescue brake pipe 8 and the second brake cylinder pipe 10, so that the locomotive generates a braking action; the rescue brake of the vehicle is the same as the rescue brake of the locomotive, and compressed air for rescue brake enters the reversing valve 105 through the second rescue pipe 20 and the first choke 107; the compressed air passing through the first plug 107 is divided into two paths, one path enters the first rescue conduit, the compressed air is compared with the pressure of the first conduit 7 of the brake cylinder of the original vehicle, a rescue brake passage or a normal brake passage is conducted according to the comparison result, at the moment, the normal brake is in a release state, therefore, the reversing valve 105 conducts the passages of the rescue brake pipe 8 and the second brake cylinder pipe 10, the compressed air enters the brake cylinder of the vehicle through the rescue brake pipe 8 and the second brake cylinder pipe 10, and the vehicle generates a braking action.

Staged braking

If the braking force of the train needs to be further increased in the braking process, the rescue brake handle is further braked to the maximum extent in the braking area to move, and the increased brake pressure is transmitted according to the process.

Stage mitigation

If the braking force of the train needs to be reduced in the braking process, the rescue brake handle moves to the minimum braking position in the braking area, the pressure air of the air reservoir 102 and the action pipe 1 is controlled to be exhausted to the atmosphere through the rescue brake handle 101, the exhaust is stopped when the pressure corresponding to the position of the handle is located, and the train enters a pressure-relieving and pressure-maintaining state; the pressure of the action pipe 1 is reduced, the relay valve 103 is controlled to move to a release position, the first rescue pipe 5 is communicated with the atmosphere through the relay valve 103, the pressure air of the first rescue pipe 5 exhausts the atmosphere, and the exhaust port is closed when the pressure of the first rescue pipe is matched with the pressure of the action pipe 1, so that the pressure maintaining state is achieved; the pressure air of the brake cylinder of the locomotive or the vehicle passes through the second brake cylinder pipe 10, the reversing valve 105, the rescue brake pipe 8, the first plug 107 and the second rescue pipe 20, then passes through the first rescue pipe 5 and is exhausted into the atmosphere by the relay valve 103, the pressure of the brake cylinder of the locomotive or the vehicle is reduced until the relay valve 103 is in a pressure maintaining state, the brake cylinder stops exhausting, and the brake stage is relieved.

Complete relief

The train traction normal operation, the rescue brake handle is placed in the operation position, the releasing process is carried out in the same stage, the pressure of the air cylinder 102 is controlled to be 0, the pressure of the locomotive and the vehicle brake cylinder is controlled to be 0, and the train is completely released.

Electric-pneumatic interlocking

In order to utilize electric braking to the maximum extent and not to generate brake sliding due to overlarge braking force caused by superposition of the electric braking and rescue braking force, an electric-air interlocking valve 106 is arranged. When the electric brake is implemented, the electric-air interlocking valve 106 acts to cut off a passage from the rescue brake pipe 8 to the reversing valve 105, and meanwhile, the reversing valve 105 is communicated with the atmosphere through the electric-air interlocking valve 106, so that the pressure air of the brake cylinder of the locomotive is exhausted to the atmosphere through the second brake cylinder pipe 10, the reversing valve 105 and the electric-air interlocking valve 106, the rescue brake of the locomotive is relieved, and the locomotive only keeps electric brake force; after the electric braking force is cut off, the electric-air interlocking valve 106 is restored to the normal position and is communicated with the passage of the rescue brake pipe 8 and the reversing valve 105.

Locomotive double end operation

And after the operation direction is selected, the operation position of the rescue brake handle at the control end and the operation position of the rescue brake handle at the non-control end are taken out. The rescue brake handle 101 at the operating end is operated to brake, the brake is carried out from the acting pipe 1 to the direction change valve 120, the pressure of the direction change valve 120 is compared with that of the acting pipe 1 at the non-operating end, the end with large pressure is selected to be communicated with the relay valve 103, and the braking or relieving process is the same as that of the relay valve.

(2) Technical effects

1) Is safe and reliable.

The rescue brake system is additionally arranged, so that the brake system of the original locomotive or train is not influenced, and the original brake system can be normally used;

the pilot type reversing valve is adopted, and the large air flow is controlled through the small air flow, so that normal braking or rescue braking can be quickly and accurately responded.

According to the braking requirement, the magnitude of the rescue braking force can be conveniently adjusted, and the danger that the rescue cannot be braked due to insufficient braking force or the rescue slips due to overlarge braking force can be avoided;

an electric-air interlock is arranged to ensure that the rescue brake and the electric brake of the locomotive are not overlapped;

an automatic pressure maintaining mode is adopted, so that the safety is improved;

the locomotive is adopted to directly provide a vehicle braking wind source, and the vehicle braking leakage is avoided without wind.

2) Is convenient to install

The locomotive and the train are additionally provided with the rescue device, the original brake equipment is not changed, and only the original brake cylinder pipe at one end is changed;

the locomotive is the same as the vehicle rescue brake device, so that the modular assembly is facilitated;

the vehicles in the train do not need to be completely reformed, and only a plurality of vehicles at two ends of the train are additionally arranged as required

3) Quick response of brake release

And a straight-through braking mode is adopted, so that the braking and relieving response is fast, and the rescue speed can be improved.

4) Spare air brake

The rescue brake system can be used as a backup brake, when a brake fault occurs in normal operation of the train, the brake system can be adopted to keep running to a station or a terminal, and a rescue locomotive does not need to be sent independently to carry out train rescue;

when the ramp is parked, the rescue brake can be applied, the parking brake force is increased, and the safety of the train ramp parking is ensured.

3. Key point and technical protection point of the invention

(1) The technical scheme keeps the original locomotive and vehicle braking systems unchanged, and only the rescue braking systems are additionally arranged on the rescue locomotive and the rescued vehicle.

(2) The rescue braking system adopting the technical scheme adopts straight-through air braking, has simple structure and convenient operation, and can control the locomotive and the vehicle.

(3) The rescue brake handle adopted by the technical scheme can directly adjust the pressure of the brake cylinder of the locomotive and the vehicle during rescue.

(4) According to the technical scheme, the relay valve is adopted to control the pressure of the rescue pipe, so that the rescue pressure of the locomotive and the vehicle can be accurately controlled.

(5) According to the technical scheme, the pilot-operated reversing valve is adopted, normal braking or rescue braking can be quickly and accurately responded by comparing the rescue braking force with the original normal locomotive or vehicle braking force, and the braking safety is improved.

(6) The technical scheme adopts the electro-pneumatic interlocking valve, so that the electric brake can be preferentially used, the hidden braking trouble caused by overlarge braking force due to the superposition of the electric brake and the rescue braking force of the locomotive can not be generated, and the air rescue braking force of the vehicle can not be influenced.

(7) This technical scheme adopts and contracts stifled structure, can slow down the quick release of brake cylinder pressure when the broken hook, plays the safety protection effect.

(8) The technical scheme can be used as backup braking of the train in the running process of the train, and the requirement of the train on running braking can be maintained after the brake system fails in operation.

(9) The technical scheme can be suitable for a single control console or double control consoles to rescue the locomotive.

As described above, the present invention can be preferably realized.

All features disclosed in all embodiments in this specification, or all methods or process steps implicitly disclosed, may be combined and/or expanded, or substituted, in any way, except for mutually exclusive features and/or steps.

The foregoing is only a preferred embodiment of the present invention, and the present invention is not limited thereto in any way, and any simple modification, equivalent replacement and improvement made to the above embodiment within the spirit and principle of the present invention still fall within the protection scope of the present invention.