A supplemental braking control system and method

Abstract

The application relates to a supplementary machine braking control system and a control method, and belongs to the technical field of locomotive braking control. The system comprises a central control unit, an EP module, an acting valve, an emergency electromagnetic valve, a comparison valve and a brake cylinder. The central control unit is used for calculating the pressure required by locomotive braking. The EP module is used for being controlled by the central control unit and outputting a pre-control pressure in a supplementary machine mode. The acting valve is used for outputting a pre-control pressure value according to the pre-control pressure. In a main machine mode, the emergency electromagnetic valve is used for being controlled to be closed by the central control unit and not outputting a pressure value. In the supplementary machine mode, the emergency electromagnetic valve is used for being controlled to be turned on by the central control unit and outputting a first preset pressure value. The comparison valve is used for comparing the pre-control pressure value and the first preset pressure value and outputting a braking pressure value. The brake cylinder is used for adjusting the braking pressure according to the braking pressure value. The system can provide double protection for supplementary machine braking, actively output the braking pressure in the supplementary machine mode, and improve the safety of train operation in the heavy connection mode.

Description

Technical Field

[0001] This invention belongs to the field of locomotive braking control technology, and particularly relates to a supplementary braking control system and control method. Background Technology

[0002] Locomotive multiple-unit operation in rail transit refers to connecting two or more locomotives together, with one locomotive serving as the primary locomotive (control section) and the others as auxiliary locomotives (non-control sections). To ensure that the braking of the auxiliary locomotives is synchronized with that of the primary locomotive, common locomotive multiple-unit operation methods include... Figure 1 As shown, the main air connection pipe, train pipe, and averaging pipe are connected to the locomotive workshop. The averaging pipe is used to transmit air pressure to synchronize the braking of the auxiliary locomotive with the braking release of the main locomotive.

[0003] In the prior art, there are also some studies on the braking control method of the auxiliary locomotive in the multiple-unit mode. For example, Chinese invention patent application CN104228867A discloses a method and system for separately relieving the pressure of the locomotive brake cylinder. This patent compares the main locomotive's large brake pressure with the auxiliary locomotive's small brake pressure and uses different control methods to maintain the locomotive brake cylinder pressure under small brake control.

[0004] The auxiliary locomotive braking method provided by this patent still relies on the braking signal provided by the main locomotive. In the multiple-unit mode, the brake cylinder pressure of the auxiliary locomotive depends entirely on the main locomotive, which presents two unsafe operating conditions: When the auxiliary locomotive malfunctions and the driver and crew need to actively operate the brake controller to apply the locomotive brakes, if the main locomotive fails to output brake cylinder or averaging pipe pressure due to the malfunction, the entire train of locomotives will be unable to stop normally; When the coupler between locomotives breaks and separation occurs, if the main air coupling pipe, train pipe, and averaging pipe are all broken, the averaging pipe pressure will be released to the atmosphere, causing the brake cylinder pressure of the auxiliary locomotive to be relieved, and the braking force cannot be applied normally. After separation, the auxiliary locomotive is at risk of slipping and being unable to stop normally.

[0005] Therefore, how to solve the problem that the brake cylinder pressure of the auxiliary locomotive depends entirely on the main locomotive is a technical problem that urgently needs to be solved. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides a braking control system and method for a supplementary braking mechanism. Based on the original method of braking and releasing the supplementary braking mechanism by following the average pipe pressure, it provides a device for the supplementary braking mechanism to actively output the pressure of the brake cylinder, thus solving the problem that the train cannot stop normally when the supplementary braking mechanism malfunctions or separates from the main engine.

[0007] This invention provides a brake control system for a braking system, the system comprising:

[0008] The central control unit is used to measure the pressure required for the car's braking.

[0009] The EP module is connected to the central control unit and the main air duct. The EP module is used to be controlled by the central control unit and output the pre-control pressure in the auxiliary machine mode.

[0010] The valve is connected to the EP module, the main air connection pipe, and the average pipe respectively, and is used to output the pre-control pressure value according to the pre-control pressure of the EP module.

[0011] The emergency solenoid valve is connected to the central control unit. In the main unit mode, the emergency solenoid valve is closed by the central control unit when energized and does not output a pressure value. In the auxiliary unit mode, the emergency solenoid valve is opened by the central control unit when de-energized and outputs a first preset pressure value.

[0012] A comparator valve, which is connected to the actuating valve and the emergency solenoid valve respectively, is used to compare the pre-control pressure value output by the actuating valve and the first preset pressure value output by the emergency solenoid valve, and outputs the braking pressure value according to the comparison result.

[0013] The brake cylinder is connected to a comparator valve and is used to adjust the brake pressure according to the brake pressure value output by the comparator valve.

[0014] This technical solution eliminates the need for the auxiliary locomotive's brake cylinder pressure to rely entirely on the main locomotive, enhancing the auxiliary locomotive's braking capability and improving the safety of train operation in multiple-unit mode.

[0015] In some embodiments, the EP module includes:

[0016] The air-charging solenoid valve is connected to the main air duct and the central control unit respectively. The air-charging solenoid valve is used to charge the pre-controlled air cylinder under the control of the central control unit.

[0017] An exhaust solenoid valve, which is connected to the central control unit, is used to exhaust air from the pre-controlled air cylinder under the control of the central control unit;

[0018] The pre-controlled air cylinder is connected to the air-filling solenoid valve, the air-exhausting solenoid valve, and the actuating valve, respectively, and is used to output the pre-controlled pressure to the actuating valve.

[0019] This technical solution uses a central control unit to control the air charging solenoid valve and the air exhaust solenoid valve, thereby adjusting the pressure of the pre-control cylinder and enabling the pre-control cylinder to output different pre-control pressures to the operating valve.

[0020] In some embodiments, the emergency solenoid valve is connected to the emergency pressure regulating valve via a pneumatic circuit, and the emergency pressure regulating valve obtains pressure through the main air connection pipe. When the emergency solenoid valve is energized, it closes, isolating the pressure controlled by the emergency pressure regulating valve, and the emergency solenoid valve does not output a pressure value. When the emergency solenoid valve is de-energized, it opens, energizing the pressure controlled by the emergency pressure regulating valve and outputting a first preset pressure value. This technical solution isolates the pressure controlled by the emergency pressure regulating valve through the emergency solenoid valve, providing braking pressure for the auxiliary machine or relieving redundant pressure.

[0021] In addition, the present invention also provides a supplementary braking control method, which applies the above-mentioned supplementary braking control system and includes the following steps:

[0022] The system determines whether the brake is in the emergency position. If the brake is in the emergency position, the EP module outputs a pre-control pressure equal to the second preset pressure value based on the braking pressure required for train braking. The actuating valve outputs a pre-control pressure value equal to the second preset pressure value. At the same time, the emergency solenoid valve is de-energized and conducts, outputting the first preset pressure value. The comparison valve compares the pre-control pressure value and the first preset pressure value, and outputs the braking pressure value based on the comparison result. The brake cylinder outputs the corresponding braking pressure based on the braking pressure value.

[0023] This technical solution enables the auxiliary engine to actively output brake cylinder pressure, ensuring that the brake cylinder can output sufficient braking pressure and ensuring the safe operation of the train.

[0024] In some embodiments, the step of the EP module outputting the pre-controlled pressure includes: the central control unit controlling the air charging solenoid valve to charge the pre-controlled air cylinder, or controlling the air exhaust solenoid valve to exhaust the pre-controlled air cylinder, and the pre-controlled air cylinder outputting the pre-controlled pressure.

[0025] In some embodiments, the step of the comparator valve outputting a braking pressure value based on the comparison result includes: the comparator valve comparing the pre-controlled pressure value output by the actuating valve with the first preset pressure value output by the emergency solenoid valve; if the pre-controlled pressure value is greater than the first preset pressure value, the comparator valve outputs the pre-controlled pressure value to the brake cylinder; if the pre-controlled pressure value is less than or equal to the first preset pressure value, the comparator valve outputs the first preset pressure value to the brake cylinder. This technical solution compares the pre-controlled pressure value and the first preset pressure value using a comparator valve to ensure that the brake cylinder can output sufficient braking pressure, thereby ensuring the safe operation of the train.

[0026] In some embodiments, when determining whether the main gate is in the emergency position, if the main gate is not in the emergency position, the system continues to determine whether the main unit and the auxiliary unit are disconnected; if the main unit and the auxiliary unit are not disconnected, the EP module discharges the pre-controlled pressure and controls the emergency solenoid valve to be energized and closed. The emergency solenoid valve isolates the pressure controlled by the emergency pressure regulating valve and does not output a pressure value. The auxiliary unit and the main unit brake in sync.

[0027] In some embodiments, when determining whether the main unit and the auxiliary unit are disconnected, if the main unit and the auxiliary unit are disconnected, the system continues to determine whether the train pipe pressure is lower than 260 kPa. If the train pipe pressure is lower than 260 kPa, the EP module outputs a pre-controlled pressure of a second preset pressure value according to the braking pressure required for train braking. At the same time, the emergency solenoid valve is de-energized and conducts, and outputs a first preset pressure value. The comparison valve compares the second preset pressure value and the first preset pressure value, and outputs a braking pressure value according to the comparison result. The brake cylinder outputs the corresponding braking pressure according to the braking pressure value.

[0028] In some embodiments, when determining whether the train pipe pressure is below 260 kPa, if the train pipe pressure is not below 260 kPa, the system continues to determine whether there is pressure reduction in the train pipe. If there is pressure reduction in the train pipe, the EP module outputs a pre-control pressure equal to a third preset pressure value based on the amount of pressure reduction. The actuating valve outputs a pre-control pressure value equal to the third preset pressure value, and the brake cylinder outputs braking pressure based on the pre-control pressure value. This technical solution enables the train to adjust the braking force according to actual conditions, avoiding over-braking or under-braking.

[0029] In some embodiments, when determining whether there is pressure reduction in the train pipe, if there is no pressure reduction in the train pipe, the EP module releases the pre-controlled pressure and controls the emergency solenoid valve to be energized and closed. The emergency solenoid valve isolates the pressure controlled by the emergency pressure regulating valve and does not output a pressure value, so that the auxiliary machine and the main machine brake remain synchronized.

[0030] Based on the above solution, the auxiliary machine braking control system in this embodiment of the invention can provide dual protection for the braking of the auxiliary machine, solve the problem that the train cannot stop normally when the auxiliary machine is abnormal or separated from the main machine, and improve the braking capability of the auxiliary machine in the multiple-unit mode; the auxiliary machine braking control method can realize the active output of brake cylinder pressure of the auxiliary machine to ensure the safe operation of the train; at the same time, it enables the train to adjust the braking force according to the actual situation to avoid excessive braking or insufficient braking. Attached Figure Description

[0031] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0032] Figure 1 This is a schematic diagram of a common locomotive coupling method for trains;

[0033] Figure 2 This is a schematic diagram of the structure of the auxiliary braking control system in an embodiment of the present invention;

[0034] Figure 3 This is a detailed schematic diagram of the auxiliary braking control system in an embodiment of the present invention;

[0035] Figure 4 This is a flowchart of the supplementary braking control method in an embodiment of the present invention.

[0036] In the picture:

[0037] 1. Central control unit; 2. EP module; 3. Actuating valve; 4. Emergency solenoid valve; 5. Comparison valve; 6. Brake cylinder

[0038] 201. Air filling solenoid valve; 202. Air exhaust solenoid valve; 203. Pre-control air cylinder. Detailed Implementation

[0039] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0040] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0041] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0042] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0043] like Figures 2-4 As shown, in one embodiment of the brake control system and control method of the present invention, as Figure 2As shown, the auxiliary braking control system includes a central control unit 1, an EP module 2, an actuating valve 3, an emergency solenoid valve 4, a comparator valve 5, and a brake cylinder 6. The central control unit 1 calculates the braking pressure required by the vehicle. The EP module 2 is connected to the central control unit 1 and to the main air manifold; the EP module 2 is controlled by the central control unit 1 and outputs the pre-controlled pressure in auxiliary braking mode. The actuating valve 3 is connected to the EP module 2, the main air manifold, and the averaging pipe, respectively, and outputs the pre-controlled pressure value based on the pre-controlled pressure from the EP module 2. The emergency solenoid valve 4 is connected to the central control unit 1. In main engine mode, the emergency solenoid valve 4 is energized and closed under the control of the central control unit 1, and does not output a pressure value. In auxiliary braking mode, the emergency solenoid valve 4 is de-energized and opened under the control of the central control unit 1, outputting a first preset pressure value. The comparator valve 5 is connected to the actuating valve 3 and the emergency solenoid valve 4, respectively, and compares the pre-controlled pressure value output by the actuating valve 3 with the first preset pressure value output by the emergency solenoid valve 4, outputting a braking pressure value based on the comparison result. The brake cylinder 6 is connected to the comparator valve 5 and adjusts the braking pressure based on the braking pressure value output by the comparator valve 5.

[0044] In the above illustrative embodiment, the auxiliary locomotive braking control system, based on the original auxiliary locomotive following the average pipe pressure braking and release, provides a device for the auxiliary locomotive to actively output the pressure of the brake cylinder 6, so that the brake cylinder 6 pressure of the auxiliary locomotive does not have to completely depend on the main locomotive, thus enhancing the braking capability of the auxiliary locomotive; in the auxiliary locomotive mode, the first preset pressure value output by the emergency solenoid valve 4 and the pre-controlled pressure value output by the action valve 3 are used to provide dual protection for the braking of the auxiliary locomotive, solving the problem that the train cannot stop normally when the auxiliary locomotive is abnormal or separated from the main locomotive, and improving the safety of train operation in the multiple-unit mode.

[0045] In some embodiments, such as Figure 3 As shown, EP module 2 includes an air-charging solenoid valve 201, an air-exhausting solenoid valve 202, and a pre-controlled air cylinder 203. The air-charging solenoid valve 201 is connected to the main air duct and the central control unit 1, respectively, and is used to charge the pre-controlled air cylinder 203 under the control of the central control unit 1. The air-exhausting solenoid valve 202 is connected to the central control unit 1 and is used to exhaust air from the pre-controlled air cylinder 203 under the control of the central control unit 1. The pre-controlled air cylinder 203 is connected to the air-charging solenoid valve 201, the air-exhausting solenoid valve 202, and the actuating valve 3, respectively, and is used to output pre-controlled pressure to the actuating valve 3. By controlling the air-charging solenoid valve 201 and the air-exhausting solenoid valve 202 through the central control unit 1, the pressure of the pre-controlled air cylinder 203 is adjusted, enabling the pre-controlled air cylinder 203 to output different pre-controlled pressures to the actuating valve 3. It should be noted that the actuating valve 3 is connected to the averaging pipe. When the averaging pipe is not disconnected, the actuating valve 3 can output the pre-control pressure value through the pressure inside the averaging pipe. The actuating valve 3 is connected to the main air connection pipe, and the EP module 2 is connected to the main air connection pipe. When the averaging pipe is disconnected, the pre-control pressure value output by the actuating valve 3 can be provided by the main air connection pipe.

[0046] Furthermore, such as Figure 3 As shown, the emergency solenoid valve 4 is connected to the emergency pressure regulating valve via the air circuit. The emergency pressure regulating valve obtains pressure through the main air connection pipe. When the emergency solenoid valve 4 is energized, it closes, isolating the pressure controlled by the emergency pressure regulating valve, and does not output a pressure value. When the emergency solenoid valve 4 is de-energized, it opens, energizing the pressure controlled by the emergency pressure regulating valve and outputting a first preset pressure value. In this embodiment, the emergency solenoid valve 4 uses a de-energized activation triggering method, and the pressure controlled by the emergency pressure regulating valve originates from the main air connection pipe. By isolating the pressure controlled by the emergency pressure regulating valve through the emergency solenoid valve 4, braking pressure is provided for the auxiliary unit or redundant pressure is discharged.

[0047] Based on the above-mentioned supplementary braking control system, such as Figure 4 As shown, the present invention also provides a supplementary braking control method, which applies the above-mentioned supplementary braking control system and includes the following steps: determining whether the brake is in the emergency position; if the brake is in the emergency position, the EP module 2 outputs a pre-control pressure of a second preset pressure value according to the braking pressure required for train braking; the actuating valve 3 outputs a pre-control pressure value equal to the second preset pressure value; at the same time, the emergency solenoid valve 4 is de-energized and conducts and outputs a first preset pressure value; the comparison valve 5 compares the pre-control pressure value and the first preset pressure value and outputs a braking pressure value according to the comparison result; and the brake cylinder 6 outputs the corresponding braking pressure according to the braking pressure value.

[0048] In the above illustrative embodiment, the auxiliary mechanism braking control method can realize the auxiliary mechanism actively outputs the pressure of the brake cylinder 6. When the main brake is in the emergency position, the EP module 2 and the emergency solenoid valve 4 act simultaneously. The comparison valve 5 outputs the braking pressure value according to the magnitude of the pre-controlled pressure value and the first preset pressure value, so as to ensure that the brake cylinder 6 can output sufficient braking pressure and ensure the safe operation of the train.

[0049] In some embodiments, such as Figure 4 As shown, the steps for EP module 2 to output pre-controlled pressure include: the central control unit 1 controls the air-charging solenoid valve 201 to charge the pre-controlled air cylinder 203 with air, or controls the air-exhausting solenoid valve 202 to exhaust air from the pre-controlled air cylinder 203, and the pre-controlled air cylinder 203 outputs pre-controlled pressure. By controlling the air-charging solenoid valve 201 and the air-exhausting solenoid valve 202 through the central control unit 1, the pressure of the pre-controlled air cylinder 203 is adjusted, enabling the pre-controlled air cylinder 203 to output different pre-controlled pressures to the actuating valve 3.

[0050] In some embodiments, such as Figure 4As shown, the steps of the comparator valve 5 in outputting the braking pressure value based on the comparison result include: the comparator valve 5 compares the pre-controlled pressure value output by the actuating valve 3 with the first preset pressure value output by the emergency solenoid valve 4; if the pre-controlled pressure value is greater than the first preset pressure value, the comparator valve 5 outputs the pre-controlled pressure value to the brake cylinder 6; if the pre-controlled pressure value is less than or equal to the first preset pressure value, the comparator valve 5 outputs the first preset pressure value to the brake cylinder 6. By comparing the pre-controlled pressure value and the first preset pressure value with the comparator valve 5 and taking the larger value, it ensures that the brake cylinder 6 can output sufficient braking pressure, thus ensuring the safe operation of the train.

[0051] In some embodiments, such as Figure 4 As shown, when determining whether the main brake is in the emergency position, if the main brake is not in the emergency position, the system continues to determine whether the connection between the main brake and the auxiliary brake is broken. If the main brake and the auxiliary brake are not broken, EP module 2 releases the pre-controlled pressure and controls the emergency solenoid valve 4 to close. The emergency solenoid valve 4 isolates the pressure controlled by the emergency pressure regulating valve and does not output a pressure value. The auxiliary brake and the main brake remain synchronized. When the main brake is not in the emergency position and the main brake and the auxiliary brake are not broken, the main brake can provide sufficient braking pressure to the auxiliary brake, and the auxiliary brake does not need to actively output braking pressure. At this time, the auxiliary brake and the main brake only need to remain synchronized.

[0052] In some embodiments, such as Figure 4 As shown, when determining whether the main unit and the auxiliary unit are disconnected, if the main unit and the auxiliary unit are disconnected, the system continues to determine whether the train pipe pressure is lower than 260 kPa. If the train pipe pressure is lower than 260 kPa, the EP module 2 outputs a pre-controlled pressure of the second preset pressure value according to the braking pressure required for the train braking. At the same time, the emergency solenoid valve 4 is de-energized and conducts, and outputs the first preset pressure value. The comparison valve 5 compares the second preset pressure value and the first preset pressure value, and outputs the braking pressure value according to the comparison result. The brake cylinder 6 outputs the corresponding braking pressure according to the braking pressure value.

[0053] In some embodiments, such as Figure 4 As shown, when determining whether the train pipe pressure is below 260 kPa, if the train pipe pressure is not below 260 kPa, the system continues to determine whether there is pressure reduction in the train pipe. If there is pressure reduction in the train pipe, EP module 2 outputs a pre-control pressure equal to a third preset pressure value based on the amount of pressure reduction. Actuating valve 3 outputs a pre-control pressure value equal to the third preset pressure value, and brake cylinder 6 outputs braking pressure based on the pre-control pressure value. In this embodiment, when there is pressure reduction in the train pipe, EP module 2 outputs a corresponding pre-control pressure based on the amount of pressure reduction, enabling the train to adjust the braking force according to the actual situation, avoiding over-braking or under-braking.

[0054] In some embodiments, such as Figure 4As shown, when determining whether there is pressure reduction in the train pipe, if there is no pressure reduction, EP module 2 releases the pre-controlled pressure and controls the emergency solenoid valve 4 to close. The emergency solenoid valve 4 isolates the pressure controlled by the emergency pressure regulating valve and does not output a pressure value. The auxiliary motor and the main braking system remain synchronized. When there is no pressure reduction in the train pipe, it means that the train does not need to brake, or the braking target pressure has been reached. At this time, the auxiliary motor does not need to actively output braking pressure; it only needs to remain synchronized with the main braking system.

[0055] The auxiliary braking control system described in the above embodiments can achieve both active braking pressure output by the auxiliary machine when the main machine and the auxiliary machine are separated, and the output of corresponding braking pressure according to the actual situation of the train, avoiding over-braking or under-braking. Other positive technical effects of the auxiliary braking control system in the above embodiments are also applicable to the auxiliary braking control method, and will not be elaborated here.

[0056] Through the description of several embodiments of the brake control system and control method of the present invention, it can be seen that the embodiments of the brake control system and control method of the present invention have at least one or more of the following advantages:

[0057] 1. The auxiliary machine braking control system provided by the present invention can provide dual protection for the braking of the auxiliary machine, solve the problem that the train cannot stop normally when the auxiliary machine is abnormal or separated from the main machine, and improve the braking capability of the auxiliary machine in the multiple-unit mode.

[0058] 2. The auxiliary mechanism braking control method provided by the present invention enables the auxiliary mechanism to actively output the pressure of the brake cylinder 6, thereby ensuring the safe operation of the train;

[0059] 3. The supplementary braking control method provided by the present invention enables the train to adjust the braking force according to the actual situation, avoiding excessive or insufficient braking.

[0060] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0061] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A brake control system for a braking mechanism, characterized in that, The system includes: The central control unit is used to measure the pressure required for the car's braking. The EP module is connected to the central control unit and the main air duct. The EP module is used to be controlled by the central control unit and output the pre-control pressure in the auxiliary machine mode. The valve is connected to the EP module, the main air connection pipe, and the average pipe respectively, and is used to output the pre-control pressure value according to the pre-control pressure of the EP module. An emergency solenoid valve is connected to the central control unit and is connected to the emergency pressure regulating valve via an air circuit. The emergency pressure regulating valve obtains pressure through the main air connection pipe. In main unit mode, the emergency solenoid valve is closed by power control from the central control unit to isolate the pressure controlled by the emergency pressure regulating valve, and the emergency solenoid valve does not output a pressure value. In auxiliary unit mode, the emergency solenoid valve is opened by power loss control from the central control unit to open the pressure controlled by the emergency pressure regulating valve and output a first preset pressure value. A comparator valve, connected to the actuating valve and the emergency solenoid valve respectively, is used to compare the pre-control pressure value output by the actuating valve and the first preset pressure value output by the emergency solenoid valve, and outputs the braking pressure value according to the comparison result; wherein, if the pre-control pressure value is greater than the first preset pressure value, the comparator valve outputs the pre-control pressure value to the brake cylinder; if the pre-control pressure value is less than or equal to the first preset pressure value, the comparator valve outputs the first preset pressure value to the brake cylinder; The brake cylinder is connected to a comparator valve and is used to adjust the brake pressure according to the brake pressure value output by the comparator valve.

2. The auxiliary braking control system according to claim 1, characterized in that, The EP module includes: The air-charging solenoid valve is connected to the main air duct and the central control unit respectively. The air-charging solenoid valve is used to charge the pre-controlled air cylinder under the control of the central control unit. An exhaust solenoid valve, which is connected to the central control unit, is used to exhaust air from the pre-controlled air cylinder under the control of the central control unit; The pre-controlled air cylinder is connected to the air-filling solenoid valve, the air-exhausting solenoid valve, and the actuating valve, respectively, and is used to output the pre-controlled pressure to the actuating valve.

3. A brake control method for a supplementary mechanism, characterized in that, Applied to the auxiliary braking control system as described in any one of claims 1-2, the method includes the following steps: The system determines whether the brake is in the emergency position. If the brake is in the emergency position, the EP module outputs a pre-control pressure equal to the second preset pressure value based on the braking pressure required for train braking. The actuating valve outputs a pre-control pressure value equal to the second preset pressure value. At the same time, the emergency solenoid valve is de-energized and conducts, outputting the first preset pressure value. The comparison valve compares the pre-control pressure value and the first preset pressure value, and outputs the braking pressure value based on the comparison result. The brake cylinder outputs the corresponding braking pressure based on the braking pressure value. The step of the comparator valve outputting the braking pressure value based on the comparison result includes: the comparator valve comparing the pre-controlled pressure value output by the actuating valve with the first preset pressure value output by the emergency solenoid valve; if the pre-controlled pressure value is greater than the first preset pressure value, the comparator valve outputs the pre-controlled pressure value to the brake cylinder; if the pre-controlled pressure value is less than or equal to the first preset pressure value, the comparator valve outputs the first preset pressure value to the brake cylinder.

4. The brake control method for the supplementary mechanism according to claim 3, characterized in that, The steps for the EP module to output pre-controlled pressure include: the central control unit controls the air-charging solenoid valve to charge the pre-controlled air cylinder, or controls the air-exhausting solenoid valve to exhaust the pre-controlled air cylinder, and the pre-controlled air cylinder outputs pre-controlled pressure.

5. The brake control method for the auxiliary mechanism according to claim 3, characterized in that, When determining whether the main gate is in the emergency position, if the main gate is not in the emergency position, continue to determine whether the main unit and the auxiliary unit are disconnected; if the main unit and the auxiliary unit are not disconnected, the EP module releases the pre-controlled pressure and controls the emergency solenoid valve to be energized and closed. The emergency solenoid valve isolates the pressure controlled by the emergency pressure regulating valve and does not output a pressure value. The auxiliary unit and the main unit brake in sync.

6. The brake control method for the auxiliary mechanism according to claim 5, characterized in that, When determining whether the main unit and the auxiliary unit are disconnected, if the main unit and the auxiliary unit are disconnected, continue to determine whether the train pipe pressure is lower than 260 kPa. If the train pipe pressure is lower than 260 kPa, the EP module outputs a pre-controlled pressure of the second preset pressure value according to the braking pressure required for train braking. At the same time, the emergency solenoid valve is de-energized and conducts and outputs the first preset pressure value. The comparison valve compares the second preset pressure value and the first preset pressure value and outputs the braking pressure value according to the comparison result. The brake cylinder outputs the corresponding braking pressure according to the braking pressure value.

7. The brake control method for the auxiliary mechanism according to claim 6, characterized in that, When determining whether the train pipe pressure is lower than 260 kPa, if the train pipe pressure is not lower than 260 kPa, continue to determine whether there is pressure reduction in the train pipe; if there is pressure reduction in the train pipe, the EP module outputs a pre-control pressure equal to the third preset pressure value based on the amount of pressure reduction, the actuating valve outputs a pre-control pressure value equal to the third preset pressure value, and the brake cylinder outputs braking pressure based on the pre-control pressure value.

8. The brake control method for the supplementary mechanism according to claim 7, characterized in that, When determining whether there is pressure reduction in the train pipe, if there is no pressure reduction in the train pipe, the EP module releases the pre-controlled pressure and controls the emergency solenoid valve to be energized and closed. The emergency solenoid valve isolates the pressure controlled by the emergency pressure regulating valve and does not output a pressure value, so that the auxiliary machine and the main machine brake in sync.

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