New energy locomotive braking reconnection system and control method thereof

Abstract

The invention discloses a new energy locomotive braking reconnection system and a control method thereof. The reconnection system comprises a leading locomotive and an auxiliary locomotive. The leading locomotive is connected with the auxiliary locomotive through a train network cable; the leading locomotive and the auxiliary locomotive are the same in structure and each comprise a brake controller, a train microcomputer system and a brake control module. The brake control module comprises a brake control unit and a brake cylinder control unit; the brake control unit is respectively connected with the brake controller, the train microcomputer system and the brake cylinder control unit; and the train microcomputer system in the leading locomotive is connected with the train microcomputer system in the supplementary locomotive through a train network cable. According to the invention, synchronous and accurate control of air brake reconnection control, hybrid brake reconnection control and brake reconnection of the new energy locomotive is realized.

Description

Technical Field

[0001] This application relates to the technical field of rail transit air braking, and particularly to a braking and multiple-unit control system for a new energy locomotive and its control method. Background Art

[0002] At present, the braking systems used in locomotives mainly include a pure air braking system or an electro-pneumatic braking system controlled by a microcomputer. To achieve braking and multiple-unit control between locomotives, a multiple-unit valve is added to the former, and a separate control module is added to the latter. The multiple-unit signal of the leading locomotive is transmitted to the booster locomotive through the average pipe, cock, and average hose connector that runs through the whole vehicle. Then, the booster locomotive passes through the average hose connector and cock of its own vehicle, reaches the multiple-unit valve (separate control module), and then reaches the service valve (brake cylinder module) of the booster locomotive to generate the braking effect of the booster locomotive, realizing the control of the braking and release of the booster locomotive by the leading locomotive, and achieving basically the same braking and release effects between the leading locomotive and the booster locomotive.

[0003] In the existing locomotive braking and multiple-unit control system, there is a time lag in braking and release between the leading locomotive and the booster locomotive, which affects synchronization; the braking force between the leading locomotive and the booster locomotive cannot be controlled to be exactly the same, resulting in impulsiveness; the driver of the leading locomotive cannot monitor the braking and release state of the booster locomotive, presenting certain potential safety hazards. Summary of the Invention

[0004] In view of this, this application provides a braking and multiple-unit control system for a new energy locomotive and its control method, which utilizes the advantages of the existing electro-pneumatic braking system controlled by a microcomputer in a new energy locomotive to achieve braking and multiple-unit control of the new energy locomotive, synchronous and precise control of braking and multiple-unit, etc., and at the same time can achieve hybrid braking and multiple-unit control of the new energy locomotive.

[0005] This application discloses a braking and multiple-unit control system for a new energy locomotive, which includes a leading locomotive and a booster locomotive; the leading locomotive and the booster locomotive are connected through a train network line (TNI); the leading locomotive and the booster locomotive have the same structure, and both include a braking controller (EBV), a train microcomputer system (TCMS), and a braking control module (BCM); the braking control module (BCM) includes a braking control unit (BCU) and a brake cylinder control unit (BCCU); the braking control unit (BCU) is respectively connected to the braking controller (EBV), the train microcomputer system (TCMS), and the brake cylinder control unit (BCCU); the train microcomputer system (TCMS) in the leading locomotive is connected to the train microcomputer system (TCMS) in the booster locomotive through the train network line (TNI).

[0006] Further, the leading locomotive and the booster locomotive also both include a braking display screen (LCDM); the braking display screen (LCDM) is connected to the braking control unit (BCU).

[0007] The present application also discloses a control method for the braking and multiple-unit coupling system of a new energy locomotive, which is applicable to the braking and multiple-unit coupling system of the new energy locomotive described above, and includes:

[0008] The multiple-unit coupling control of the air braking action, or the multiple-unit coupling control of the air braking release action, or the multiple-unit coupling control of the combined braking action, or the multiple-unit coupling control of the combined braking release action, or the multiple-unit coupling control of the pressure and electric braking force display.

[0009] Further, the multiple-unit coupling control of the air braking action includes:

[0010] The brake controller (EBV) of the leading locomotive issues a braking instruction and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) distributes the braking instruction to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The brake cylinder control unit (BCCU) generates the locomotive brake cylinder pressure according to the instruction, and the leading locomotive generates a braking action; at the same time, the train microcomputer system (TCMS) transmits the braking instruction to the train network line (TNI) of the booster locomotive through the train network line (TNI) of the leading locomotive;

[0011] The train microcomputer system (TCMS) of the booster locomotive receives the braking instruction requested by the leading locomotive through the train network line (TNI), transmits it to the brake control unit (BCU) of the booster locomotive, and then controls the brake cylinder control unit (BCCU) of the booster locomotive to generate the locomotive brake cylinder pressure, and the booster locomotive generates a braking action.

[0012] Further, the multiple-unit coupling control of the air braking release action includes:

[0013] The brake controller (EBV) of the leading locomotive issues a release instruction and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) distributes the release instruction to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The brake cylinder control unit (BCCU) releases the locomotive brake cylinder pressure according to the release instruction, and the locomotive brake cylinder pressure of the leading locomotive generates different release degrees according to the size of the release instruction; at the same time, the train microcomputer system (TCMS) transmits the release instruction to the train network line (TNI) of the booster locomotive through the train network line (TNI) of the leading locomotive;

[0014] The train microcomputer system (TCMS) of the booster locomotive receives the release instruction issued by the leading locomotive through the train network line (TNI), transmits it to the brake control unit (BCU) of the booster locomotive, and then controls the brake cylinder control unit (BCCU) of the booster locomotive to release the locomotive brake cylinder pressure, and the locomotive brake cylinder pressure of the booster locomotive generates a corresponding release degree according to the release instruction.

[0015] Further, the multiple-unit coupling control of the combined braking action includes:

[0016] The brake controller (EBV) of the leading locomotive issues a brake command and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) distributes the brake command to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The train microcomputer system (TCMS) generates the corresponding electric braking force according to the electric braking force requested by the brake control unit (BCU) and feeds it back to the brake control unit (BCU). The locomotive brake cylinder control unit (BCCU) generates the supplementary pressure of the locomotive brake cylinder according to the brake command, and the leading locomotive generates electric braking and air braking effects. At the same time, the train microcomputer system (TCMS) transmits the brake command to the train network line (TNI) of the booster locomotive through the train network line (TNI) of the leading locomotive;

[0017] The train microcomputer system (TCMS) of the booster locomotive receives the brake command requested by the leading locomotive through the train network line (TNI). The train microcomputer system (TCMS) generates the corresponding electric braking force according to the requested electric braking force and feeds it back to the brake control unit (BCU) of the booster locomotive. The brake cylinder control unit (BCCU) of the booster locomotive generates the supplementary pressure of the brake cylinder of the booster locomotive according to the brake command, and the booster locomotive generates electric braking and air braking effects.

[0018] Furthermore, the reconnection control of the combined braking release function includes:

[0019] The brake controller (EBV) of the leading locomotive issues a release command and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) distributes the release command to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The train microcomputer system (TCMS) reduces the corresponding electric braking force according to the release electric braking force requested by the brake control unit (BCU) and feeds it back to the brake control unit (BCU). The locomotive adjusts the supplementary pressure of the locomotive brake cylinder according to the command of the brake cylinder control unit (BCCU), and the leading locomotive releases the electric braking and air braking effects. At the same time, the train microcomputer system (TCMS) transmits the release command to the train network line (TNI) of the booster locomotive through the train network line (TNI) of the leading locomotive;

[0020] The train microcomputer system (TCMS) of the booster locomotive receives the release command requested by the leading locomotive through the train network line (TNI). The train microcomputer system (TCMS) releases the corresponding electric braking force according to the requested release electric braking force and feeds it back to the brake control unit (BCU) of the booster locomotive. The brake cylinder control unit (BCCU) of the locomotive releases the pressure of the brake cylinder of the booster locomotive according to the release command, and the booster locomotive releases the electric braking and air braking effects according to the release command.

[0021] Furthermore, the reconnection control of the pressure and electric braking force display includes:

[0022] The pressure of the brake cylinders of the duty locomotive and the booster is transmitted to the brake control unit (BCU) of the vehicle through the brake cylinder control unit (BCCU) of the vehicle. The BCU transmits the information to the locomotive brake display (LCDM) of the vehicle, which displays the brake cylinder pressure of the vehicle and the electric braking force of the combined braking. At the same time, the BCU sends the information to the train network line (TNI) through the train microcomputer system (TCMS) of the vehicle. The train microcomputer systems (TCMS) of the duty locomotive and the booster respectively read the brake cylinder pressure information and the electric braking force information of the combined braking of other vehicles from the network, and respectively transmit the brake cylinder pressure information and the electric braking force information of other vehicles to the locomotive brake display (LCDM) of the vehicle through the brake control unit (BCU) of the vehicle, so as to realize the display of the brake cylinder pressure information and the electric braking force information of other vehicles on the vehicle.

[0023] Furthermore, a brake multiple unit display interface is set in the locomotive brake displays (LCDM) of the duty locomotive and the booster, and the brake states, brake cylinder pressure information and electric braking force information of the duty locomotive and the booster are displayed and queried in real time through the interface.

[0024] Furthermore, it also includes safety control; the safety control includes:

[0025] When setting the booster, the brake state of the booster remains the same as before the conversion setting; when the duty locomotive detects a hook disconnection signal during operation, emergency braking actions are generated for the duty locomotive, the booster and the vehicles.

[0026] If the network life signal is interrupted for a preset time, warning prompts are displayed on the displays of both the duty locomotive and the booster.

[0027] If the network life signal is interrupted for a specified time during the operation of the duty locomotive, the booster automatically switches to the single locomotive mode, and the braking action is controlled by the train pipe.

[0028] When the duty locomotive performs the brake release action of the large brake, the booster simultaneously receives the network multiple unit signal and the train pipe control. If the booster does not receive the network multiple unit signal, the train controls the booster to generate braking and release actions.

[0029] Due to the adoption of the above technical solutions, the present application has the following advantages:

[0030] 1) The present application cancels traditional components such as the multiple unit valve (or individual brake module), multiple unit pipeline, multiple unit cock, and hose, simplifies the components, facilitates equipment layout and reduces the fault sources.

[0031] 2) The present application utilizes the existing components of the microcomputer-controlled electro-pneumatic brake, and realizes the multiple unit control of the locomotive through the network, without the need to additionally increase components, and can reduce the cost of the braking system.

[0032] 3) This application controls locomotive braking multiple-unit operation through a network, which can achieve the consistency of the braking and releasing functions of the leading locomotive and the booster locomotive, and improve the smoothness of train operation.

[0033] 4) This patent application realizes the multiple-unit control of hybrid braking.

[0034] 5) This application can display the braking cylinder pressures of the leading locomotive and the booster locomotive in real time, which is conducive to the discovery of faults and improves the safety of train operation.

[0035] 6) According to the operation requirements, the number of booster locomotives can be increased without affecting the braking multiple-unit operation effect of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of this application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some of the embodiments described in the embodiments of this application. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings.

[0037] Figure 1 It is a block diagram of a new energy locomotive braking multiple-unit operation system according to an embodiment of this application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0038] The present application will be further described in conjunction with the drawings and embodiments. The described embodiments are only a part of the embodiments of this application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art shall fall within the scope of protection of the embodiments of this application.

[0039] See Figure 1 , this application provides an embodiment of a new energy locomotive braking multiple-unit operation system, which includes:

[0040] It includes a leading locomotive (A) and a booster locomotive (B); the leading locomotive and the booster locomotive are connected through a train network line (TNI); the leading locomotive and the booster locomotive have the same structure, and both include a braking controller (EBV), a train microcomputer system (TCMS), and a braking control module (BCM); the braking control module (BCM) includes a braking control unit (BCU) and a braking cylinder control unit (BCCU); the braking control unit (BCU) is respectively connected to the braking controller (EBV), the train microcomputer system (TCMS), and the braking cylinder control unit (BCCU); the train microcomputer system (TCMS) in the leading locomotive is connected to the train microcomputer system (TCMS) in the booster locomotive through the train network line (TNI).

[0041] The brake controller (EBV) issues brake and release commands. The brake display screen (LCDM) is used for brake system mode setting and displaying the brake system status, pressure values, information prompts, etc. The brake control module (BCM) includes integrated modules such as the brake control unit (BCU) and the brake cylinder control unit (BCCU). The brake control unit (BCU) is a system for receiving, processing brake system information, and outputting control commands. The brake cylinder control unit (BCCU) executes the commands of the BCU to implement brake or release control on the brake cylinders of the leading locomotive. The train microcomputer system (TCMS) publishes brake system information to the network or receives brake information in the network and transmits it to the brake system. The train network line (TNI) is the brake information transmission channel.

[0042] Optionally, both the leading locomotive and the booster locomotive also include a brake display screen (LCDM); the brake display screen (LCDM) is connected to the brake control unit (BCU).

[0043] This application also provides an embodiment of a control method for a new energy locomotive brake multiple unit system, which is applicable to the new energy locomotive brake multiple unit system described in the above embodiment, and includes:

[0044] Reconnection control for air brake application, or reconnection control for air brake release, or reconnection control for combined brake application, or reconnection control for combined brake release, or reconnection control for pressure and electric braking force display.

[0045] Optionally, the reconnection control for air brake application includes:

[0046] The brake controller (EBV) of the leading locomotive issues a brake command and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) issues the brake command to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The brake cylinder control unit (BCCU) generates the brake cylinder pressure of the locomotive according to the command, and the leading locomotive generates a braking effect; at the same time, the train microcomputer system (TCMS) transmits the brake command through the train network line (TNI) of the leading locomotive to the train network line (TNI) of the booster locomotive;

[0047] The train microcomputer system (TCMS) of the booster locomotive receives the brake command requested by the leading locomotive through the train network line (TNI), transmits it to the brake control unit (BCU) of the booster locomotive, and then controls the brake cylinder control unit (BCCU) of the booster locomotive to generate the brake cylinder pressure of the locomotive, and the booster locomotive generates a braking effect.

[0048] Optionally, the reconnection control for air brake release includes:

[0049] The brake controller (EBV) of the leading locomotive issues a release command and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) distributes the release command to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The brake cylinder control unit (BCCU) releases the pressure of the locomotive brake cylinder according to the release command, and the pressure of the leading locomotive brake cylinder generates different degrees of release according to the magnitude of the release command. At the same time, the train microcomputer system (TCMS) transmits the release command to the train network line (TNI) of the booster locomotive through the train network line (TNI) of the leading locomotive;

[0050] The train microcomputer system (TCMS) of the booster locomotive receives the release command sent by the leading locomotive through the train network line (TNI), transmits it to the brake control unit (BCU) of the booster locomotive, and then controls the brake cylinder control unit (BCCU) of the booster locomotive to release the pressure of the locomotive brake cylinder. The pressure of the booster locomotive brake cylinder generates a corresponding degree of release according to the release command.

[0051] Optionally, the control of the combined braking operation in multiple units includes:

[0052] The brake controller (EBV) of the leading locomotive issues a braking command and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) distributes the braking command to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The train microcomputer system (TCMS) generates a corresponding electric braking force according to the electric braking force requested by the brake control unit (BCU) and feeds it back to the brake control unit (BCU). According to the combined braking rule, the locomotive brake cylinder control unit (BCCU) generates a supplementary pressure for the locomotive brake cylinder according to the braking command, and the leading locomotive generates electric braking and air braking effects. At the same time, the train microcomputer system (TCMS) transmits the braking command to the train network line (TNI) of the booster locomotive through the train network line (TNI) of the leading locomotive. It should be noted that the combined braking rule in the embodiments of this application includes: in the combined braking input mode, when operating the handle of the large brake (or small brake) for braking, the locomotive air braking and dynamic braking are simultaneously engaged, and the dynamic braking is given priority to exert, reaching the preset braking force corresponding to the position of the braking handle. When the dynamic braking cannot meet the current locomotive braking force requirement, the air braking is automatically supplemented to reach the preset braking force corresponding to the position of the braking handle. When using the handle of the large brake (or small brake) and the controller handle to request braking force at the same time, the locomotive dynamic braking force takes the larger value according to the braking forces output by the automatic brake handle and the controller handle. In the combined braking input mode, when operating the large brake handle, the inflation or exhaust effect of the train pipe is not changed. The combined braking rules that appear below will not be elaborated one by one for explanation.

[0053] The train microcomputer system (TCMS) of the booster receives the braking command requested by the leading locomotive through the train network line (TNI). The train microcomputer system (TCMS) generates the corresponding electric braking force according to the requested electric braking force and feeds it back to the booster brake control unit (BCU). According to the hybrid braking rule, the brake cylinder control unit (BCCU) of the booster generates the supplementary pressure of the booster brake cylinder according to the braking command, and the booster generates the electric braking and air braking effects.

[0054] Optionally, the hybrid braking release action reconnection control includes:

[0055] The brake controller (EBV) of the leading locomotive issues a release command and transmits it to the brake control unit (BCU). At this time, the brake control unit (BCU) distributes the release command to the brake cylinder control unit (BCCU) and the train microcomputer system (TCMS) respectively. The train microcomputer system (TCMS) reduces the corresponding electric braking force according to the requested release electric braking force and feeds it back to the brake control unit (BCU). According to the hybrid braking rule, the locomotive adjusts the supplementary pressure of the locomotive brake cylinder according to the command of the brake cylinder control unit (BCCU), and the leading locomotive releases the electric braking and air braking effects; at the same time, the train microcomputer system (TCMS) transmits the release command to the train network line (TNI) of the booster through the train network line (TNI) of the leading locomotive;

[0056] The train microcomputer system (TCMS) of the booster receives the release command requested by the leading locomotive through the train network line (TNI). The train microcomputer system (TCMS) releases the corresponding electric braking force according to the requested release electric braking force and feeds it back to the booster brake control unit (BCU). According to the hybrid braking rule, the brake cylinder control unit (BCCU) of the locomotive releases the pressure of the booster brake cylinder according to the release command, and the booster releases the electric braking and air braking effects according to the release command.

[0057] Optionally, the pressure and electric braking force display reconnection control includes:

[0058] The pressure of the brake cylinders of the leading locomotive and the booster locomotive is transmitted to the brake control unit (BCU) of this vehicle through the brake cylinder control unit (BCCU) of this vehicle. The BCU transmits the information to the local cab display module (LCDM) of this vehicle, which displays the brake cylinder pressure of this vehicle and the electric braking force of the blended braking. At the same time, the BCU sends the information to the train network interface (TNI) through the train computer system (TCMS) of this vehicle. The train computer systems (TCMS) of the leading locomotive and the booster locomotive respectively read the brake cylinder pressure information and the electric braking force information of the other vehicle from the network, and respectively transmit the brake cylinder pressure information and the electric braking force information of the other vehicle to the local cab display module (LCDM) of this vehicle through the brake control unit (BCU) of this vehicle, so as to realize the display of the brake cylinder pressure information and the electric braking force information of the other vehicle on this vehicle.

[0059] Optionally, a brake multiple unit display interface is provided in the local cab display modules (LCDM) of the leading locomotive and the booster locomotive, and the brake states, brake cylinder pressure information and electric braking force information of the leading locomotive and the booster locomotive are displayed and queried in real time through the interface.

[0060] Optionally, it further includes safety control; the safety control includes:

[0061] When setting the booster locomotive, the brake state of the booster locomotive remains the same as before the conversion setting (the conversion setting between the leading locomotive and the booster locomotive); when the leading locomotive detects a hook disconnection signal during operation, emergency braking actions are generated for the leading locomotive, the booster locomotive and the vehicles.

[0062] If the network life signal is interrupted for a preset time, warning prompts are displayed on the display screens of both the leading locomotive and the booster locomotive.

[0063] If the leading locomotive detects that the network life signal is interrupted for a specified time during operation, the booster locomotive automatically switches to the single locomotive mode, and the braking action is controlled by the train pipe.

[0064] When the leading locomotive implements the brake release action of the large brake, the booster locomotive simultaneously receives the network multiple unit signal and the train pipe control. If the booster locomotive does not receive the network multiple unit signal, the train controls the booster locomotive to generate braking and release actions.

[0065] Optionally, regarding the transmission carrier: the existing Ethernet transmission network signal of the new energy locomotive is adopted, and other network communication media methods are not excluded.

[0066] The embodiment of the present application uses the network interface to transmit the locomotive brake multiple unit information; realizes the information interaction between the brake and the train network through the train computer system; controls the multiple unit of the blended braking; displays all the brake states, brake cylinder pressure information and blended braking information of all the multiple unit locomotives on the local cab display modules of the leading locomotive and the booster locomotive in real time; and automatically switches to the single locomotive mode when the brake multiple unit life signal is lost.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application and not to limit them. Although the present application has been described in detail with reference to the above embodiments, those of ordinary skill in the art should understand that: it is still possible to modify the specific implementation manners of the present application or make equivalent replacements, and any modification or equivalent replacement that does not depart from the spirit and scope of the present application shall be covered within the scope of protection of the claims of the present application.

Claims

1. A braking and multiple-unit connection system for a new energy locomotive, characterized in that, It includes a leading locomotive and a booster locomotive; the leading locomotive and the booster locomotive are connected by a train network line; the leading locomotive and the booster locomotive have the same structure, and both include a brake controller, a train microcomputer system, and a brake control module; the brake control module includes a brake control unit and a brake cylinder control unit; the brake control unit is respectively connected to the brake controller, the train microcomputer system, and the brake cylinder control unit; the train microcomputer system in the leading locomotive is connected to the train microcomputer system in the booster locomotive through the train network line.

2. The new energy locomotive braking and multiple-unit coupling system according to claim 1, wherein The leading locomotive and the booster locomotive also both include a brake display screen; the brake display screen is connected to the brake control unit.

3. A control method for a braking and multiple-unit connection system of a new energy locomotive, applicable to the braking and multiple-unit connection system of the new energy locomotive according to claim 1 or 2, characterized in that, It includes: Reconnection control for air brake application, or reconnection control for air brake release, or reconnection control for combined brake application, or reconnection control for combined brake release, or reconnection control for pressure and electric braking force display.

4. The control method of the braking and multiple-unit connection system for a new energy locomotive according to claim 3, wherein, The reconnection control for air brake application includes: The brake controller of the leading locomotive issues a brake command and transmits it to the brake control unit. At this time, the brake control unit issues the brake command to the brake cylinder control unit and the train microcomputer system respectively. The brake cylinder control unit generates the locomotive brake cylinder pressure according to the command, and the leading locomotive generates a braking effect; at the same time, the train microcomputer system transmits the brake command to the train network line of the booster locomotive through the train network line of the leading locomotive. The train microcomputer system of the booster locomotive receives the brake command requested by the leading locomotive through the train network line, transmits it to the brake control unit of the booster locomotive, and then controls the brake cylinder control unit of the booster locomotive to generate the locomotive brake cylinder pressure, and the booster locomotive generates a braking effect.

5. The control method of the braking and multiple-unit coupling system for a new energy locomotive according to claim 3, wherein, The reconnection control for air brake release includes: The brake controller of the leading locomotive issues a release command and transmits it to the brake control unit. At this time, the brake control unit issues the release command to the brake cylinder control unit and the train microcomputer system respectively. The brake cylinder control unit releases the locomotive brake cylinder pressure according to the release command, and the locomotive brake cylinder pressure generates different release degrees according to the size of the release command; at the same time, the train microcomputer system transmits the release command to the train network line of the booster locomotive through the train network line of the leading locomotive. The train microcomputer system of the booster locomotive receives the release command issued by the leading locomotive through the train network line, transmits it to the brake control unit of the booster locomotive, and then controls the brake cylinder control unit of the booster locomotive to release the locomotive brake cylinder pressure, and the booster locomotive brake cylinder pressure generates a corresponding release degree according to the release command.

6. The control method of the braking and multiple-unit connection system for a new energy locomotive according to claim 3, wherein, The reconnection control for combined brake application includes: The brake controller of the leading locomotive issues a brake command and transmits it to the brake control unit. At this time, the brake control unit issues the brake command to the brake cylinder control unit and the train microcomputer system respectively. The train microcomputer system generates a corresponding electric braking force according to the electric braking force requested by the brake control unit and feeds it back to the brake control unit. The locomotive brake cylinder control unit generates a supplementary pressure for the locomotive brake cylinder according to the brake command, and the leading locomotive generates an electric brake and an air brake effect; at the same time, the train microcomputer system transmits the brake command to the train network line of the booster locomotive through the train network line of the leading locomotive. The train microcomputer system of the booster locomotive receives the braking instruction requested by the leading locomotive through the train network line. The train microcomputer system generates the corresponding electric braking force according to the requested electric braking force and feeds it back to the booster braking control unit. The braking cylinder control unit of the booster locomotive generates the supplementary pressure of the booster braking cylinder according to the braking instruction, and the booster locomotive generates the electric braking and air braking effects.

7. The control method of the braking and multiple-unit coupling system for a new energy locomotive according to claim 3, characterized in that, The said control for the reconnection of the combined braking release function includes: The braking controller of the leading locomotive issues a release instruction and transmits it to the braking control unit. At this time, the braking control unit distributes the release instruction to the braking cylinder control unit and the train microcomputer system respectively. The train microcomputer system reduces the corresponding electric braking force according to the requested release electric braking force by the braking control unit and feeds it back to the braking control unit. The locomotive adjusts the supplementary pressure of the locomotive braking cylinder according to the instruction of the braking cylinder control unit, and the leading locomotive releases the electric braking and air braking effects; at the same time, the train microcomputer system transmits the release instruction to the train network line of the booster locomotive through the train network line of the leading locomotive; The train microcomputer system of the booster locomotive receives the release instruction requested by the leading locomotive through the train network line. The train microcomputer system releases the corresponding electric braking force according to the requested release electric braking force and feeds it back to the booster braking control unit. The locomotive braking cylinder control unit releases the pressure of the booster braking cylinder according to the release instruction, and the booster locomotive releases the electric braking and air braking effects according to the release instruction.

8. The control method of the braking and multiple-unit connection system for a new energy locomotive according to claim 3, wherein The said control for the reconnection of the pressure and electric braking force display includes: The pressure of the braking cylinders of the leading locomotive and the booster locomotive is transmitted to the braking control unit of the local vehicle through the braking cylinder control unit of the local vehicle. The braking control unit transmits the information to the braking display screen of the local vehicle to display the pressure of the braking cylinder of the local vehicle and the electric braking force of the combined braking. At the same time, the braking control unit sends the information to the train network line through the train microcomputer system of the local vehicle. The train microcomputer systems of the leading locomotive and the booster locomotive respectively read the pressure information of the braking cylinder of the other vehicle and the electric braking force information of the combined braking from the network, and respectively transmit the pressure information of the braking cylinder of the other vehicle and the electric braking force information of the combined braking to the braking display screen of the local vehicle through the braking control unit of the local vehicle, so as to realize the display of the pressure information of the braking cylinder of the other vehicle and the electric braking force information of the combined braking on the local vehicle.

9. The control method of the braking and multiple-unit coupling system of the new energy locomotive according to claim 8, characterized in that, A braking reconnection display interface is set in the braking display screens of both the leading locomotive and the booster locomotive, and the braking states, the pressure information of the braking cylinders and the electric braking force information of the combined braking of the leading locomotive and the booster locomotive are displayed and queried in real time through the interface.

10. The control method of the braking and multiple-unit coupling system for a new energy locomotive according to claim 3, wherein, It also includes safety control; the said safety control includes: When setting the booster locomotive, the braking state of the booster locomotive remains the same as before the conversion setting; when the leading locomotive detects a hook disconnection signal during operation, emergency braking effects are generated on the leading locomotive, the booster locomotive and the vehicles; If the network life signal is interrupted for a preset time, warning prompts will be displayed on both the leading locomotive and the booster locomotive; If the leading locomotive detects that the network life signal is interrupted for a specified time during operation, the booster locomotive will automatically switch to the single locomotive mode, and the braking action will be controlled by the train pipe; When the leading locomotive implements the braking release action of the large brake, the booster locomotive simultaneously receives the network reconnection signal and the train pipe control. If the booster locomotive does not receive the network reconnection signal, the train controls the booster locomotive to generate braking and release actions.

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