Train automatic driving brake control system

Abstract

The train automatic driving brake control system of the present application comprises: a separate brake valve, a distribution valve, an acting valve, a total air cylinder pipe, a separate relief pipe, a separate acting pipe, a brake cylinder pipe, an acting air cylinder pipe and an automatic driving control host; further comprising: a first electric air valve for connecting or cutting off the gas passage between the total air cylinder pipe and the separate acting pipe; when the separate brake of the locomotive is required under the automatic driving condition, the automatic driving control host sends a control signal, controls the pressure increase of the separate acting pipe by controlling the power-on time of the first electric air valve and adjusting the exhaust rate of the throttle valve, thereby generating different brake forces. The present application has the beneficial effects that: the brake control system is suitable for the brake controller which directly controls the air path by using air valves, and can realize the separate brake of the locomotive, the relief after the separate brake of the locomotive, the separate relief of the locomotive after the whole train brake, the stage brake of the locomotive, the stage relief, and generate different brake forces when the separate brake of the locomotive.

Description

Technical Field

[0001] This invention relates to the field of train automatic driving technology, and more particularly to braking control of train automatic driving. Background Technology

[0002] Braking control is a crucial aspect of automatic train operation. Braking controllers are used for air brake operation, including automatic brake valves that control the braking of the entire train and individual brake valves that control the individual braking of the locomotive. Different types and models of locomotives employ different braking mechanisms, resulting in variations in the control methods of the braking controllers. Currently, there are three main types of braking controllers for main locomotives: First, a brake controller where both the automatic and individual brake valves use air valves to directly control the air circuit; second, a brake controller where the automatic brake valve uses electrical nodes to control the electro-pneumatic valve, and the individual brake valve uses air valves to directly control the air circuit; and third, a brake controller where both the automatic and individual brake valves use a network control method, with the electronic brake valve (EBV) connected to the locomotive control network (TCMS) to indirectly control the air circuit.

[0003] For brake controllers using electrical node control of electro-pneumatic valves and network control, the automatic driving master control equipment can directly output electrical signals to the electro-pneumatic valves or transmit control signals to the electronic brake valves via TCMS, BCU, etc., to achieve braking control during automatic driving. However, for brake controllers that use air valves to directly control the air circuit, since there are no electrical signals in the air circuit, the automatic driving master control equipment cannot directly control this type of brake controller, which brings difficulties to realizing automatic driving on locomotives equipped with this type of brake controller.

[0004] Currently, there is no applicable automatic driving braking control technology for brake controllers that use air valves to directly control the air circuit. Summary of the Invention

[0005] The purpose of this invention is to provide a train automatic driving braking control system and control method, which can be applied to brake controllers that use air valves to directly control the air circuit, so as to realize the braking control of locomotives during automatic driving.

[0006] To achieve the above objectives, the present invention provides a train automatic driving braking control system, comprising: a separate brake valve, a distribution valve, an actuation valve, a main air reservoir pipe (3), a separate release pipe (10), a separate actuation pipe (11), a brake cylinder pipe (12), an actuation air reservoir pipe (14), and an automatic driving control host; wherein, the main air reservoir pipe (3), the separate release pipe (10), and the separate actuation pipe (11) enter the separate brake valve, the main air reservoir pipe (3) and the brake cylinder pipe (12) enter the actuation valve, and the separate release pipe (10) and the actuation air reservoir pipe (14) enter the distribution valve; further comprising: a first electro-pneumatic valve (DKF-1), a second electro-pneumatic valve (DKF-2), and a third electro-pneumatic valve (DKF-3); wherein: the first electro-pneumatic valve (DKF-1) The first electro-pneumatic valve (DKF-1) is a normally closed electro-pneumatic valve, with one end connected to the main air cylinder pipe (3) and the other end connected to the individual action pipe (11), used to connect or disconnect the gas passage between the main air cylinder pipe (3) and the individual action pipe (11); the second electro-pneumatic valve (DKF-2) is a normally open electro-pneumatic valve, installed on the pipeline of the individual action pipe (11), with one end connected to the other end of the first electro-pneumatic valve (DKF-1) through the individual action pipe (11), and the other end entering the individual brake valve through the individual action pipe (11); the third electro-pneumatic valve (DKF-3) is a normally closed electro-pneumatic valve, with one end connected to the individual relief pipe (10) and the other end connected to the atmosphere; the other end of the first electro-pneumatic valve (DKF-1) is also provided with a throttle valve, used to control the gas flow rate.

[0007] Furthermore, the train automatic driving braking control system also includes a one-way valve and a safety valve.

[0008] The present invention also provides a train automatic driving braking control method using the braking control system. When the locomotive needs to brake alone under automatic driving conditions, the automatic driving control host sends a control signal to energize the first electro-pneumatic valve (DKF-1) and the second electro-pneumatic valve (DKF-2). By controlling the energization time of the first electro-pneumatic valve (DKF-1) and adjusting the exhaust rate of the throttle valve, the pressurization of the individual action pipe (11) is controlled, thereby generating different braking forces.

[0009] Furthermore, after the automatic driving control host controls the second electro-pneumatic valve (DKF-2) to be energized, it then controls the first electro-pneumatic valve (DKF-1) to be energized in stages, thereby achieving staged braking.

[0010] Furthermore, when the automatic driving control host controls the locomotive to brake individually, the driver can manually add braking force on top of the braking force already applied by the automatic driving system by manipulating the individual brake valve handle to move within the braking zone.

[0011] In the train automatic driving braking control method, when the locomotive needs to release its braking force after braking alone under automatic driving conditions, the automatic driving control host sends a control signal to de-energize the first electro-pneumatic valve (DKF-1) and the second electro-pneumatic valve (DKF-2).

[0012] Furthermore, after the automatic driving control host de-energizes the first electro-pneumatic valve (DKF-1), it then controls the second electro-pneumatic valve (DKF-2) to de-energize in stages, thereby achieving phased relief of the locomotive's braking force.

[0013] In the aforementioned train automatic driving braking control method, when the train brakes and the braking force of the locomotive needs to be relieved separately after the entire train has braked under automatic driving conditions, the automatic driving control host sends a control signal to energize the third electro-pneumatic valve (DKF-3).

[0014] The beneficial effects of this invention are as follows: The braking control system and method provided by this invention can be applied to brake controllers that use air valves to directly control the air circuit. During automatic driving, it can not only realize locomotive individual braking, locomotive individual braking and subsequent release, and locomotive individual release after the entire train braking, but also realize staged braking and staged release of the locomotive, and generate different braking forces during locomotive individual braking; on the basis of the braking force already applied by automatic driving, it can also realize manual additional braking force, ensuring the priority of manual operation; the setting of the safety valve can ensure that the maximum pressure of the locomotive brake cylinder does not exceed 300 kPa, ensuring the safety of braking control. Attached Figure Description

[0015] To more clearly illustrate the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the working principle of a separate brake valve;

[0017] Figure 2 This is a schematic diagram of the principle of independent braking under autonomous driving conditions. Detailed Implementation

[0018] Brake controllers that directly control the air circuit using air valves include automatic brake valves, individual brake valves, relay valves, distribution valves, actuation valves, directional valves, and corresponding pipelines. Automatic brake valves control the pressure reduction in the train pipe, used for overall train braking and release. Individual brake valves are used for individual locomotive braking and release (independent of train pipe pressure changes), as well as individual locomotive release after overall train braking. Individual brake valves have three operating positions: individual release position, running position, and full braking position. The braking zone is between the running position and the full braking position.

[0019] Figure 1 This is a schematic diagram of the working principle of a separate brake valve. The pipeline includes train pipe 2, main air cylinder pipe 3, separate release pipe 10, separate action pipe 11, brake cylinder pipe 12, and action air cylinder pipe 14. The main air cylinder pipe 3, the individual release pipe 10, and the individual action pipe 11 enter the individual brake valve. An air supply valve is provided between the main air cylinder pipe 3 and the individual action pipe 11, allowing the main air cylinder pipe 3 to supply air to the individual action pipe 11. An exhaust valve 1 and an exhaust valve 2 are respectively provided between the individual release pipe 10, the individual action pipe 11, and the exhaust port. The individual action pipe 11 and the action air cylinder pipe 14 enter the directional valve, and the pressurized air in the two pipes can push the plunger in the directional valve to move, opening passage 1 or passage 2. The main air cylinder pipe 3 and the brake cylinder pipe 12 enter the action valve, and an air supply valve is provided between the main air cylinder pipe 3 and the brake cylinder pipe 12, allowing the main air cylinder pipe 3 to supply air to the brake cylinder pipe 12. An exhaust valve is provided between the brake cylinder pipe 12 and the exhaust port. The train pipe 2, the individual release pipe 10, and the action air cylinder pipe 14 enter the distribution valve, and the mechanical structure in the distribution valve can convert the pressure changes in the train pipe 2 and the individual release pipe 10 into pressure changes in the action air cylinder pipe 14.

[0020] The working principle of the individual brake valve during manual driving is as follows:

[0021] (1) Locomotive independent braking

[0022] When the individual brake valve handle is in a certain position in the braking zone, the air supply valve in the individual brake valve is open and the exhaust valve 2 is closed. The main air cylinder pipe 3 supplies air to the individual action pipe 11 through the air supply valve. After the individual action pipe 11 is pressurized, it pushes the plunger in the directional valve to the right, opening passage 1 and closing passage 2. The individual action pipe 11 is connected to the action air cylinder pipe 14. The pressurization of the individual action pipe 11 causes the action air cylinder pipe 14 to be pressurized accordingly. The mechanical structure in the action valve allows the pressure in the action air cylinder pipe 14 to control the opening and closing of the exhaust valve and the air supply valve in the action valve. The increase in pressure in the action air cylinder pipe 14 causes the air supply valve in the action valve to open and the exhaust valve to close. The main air cylinder pipe 3 supplies air to the brake cylinder pipe 12 through the air supply valve, thereby pressurizing the locomotive brake cylinder and generating braking force.

[0023] The position of the individual brake valve handle in the braking zone determines the opening time of the air supply valve within the individual brake valve. When this air supply valve closes, the individual action pipe 11 stops pressurizing. When the pressure in the locomotive brake cylinder increases to equal the pressure in the individual action pipe 11, the mechanical structure within the action valve automatically maintains the pressure. After automatic pressure maintenance, the main air cylinder pipe 3 no longer supplies air to the brake cylinder pipe 12 through the air supply valve, thus maintaining the pressure in the locomotive brake cylinder at a certain value. When the individual brake valve handle is moved to the full braking position in the braking zone, the pressure in the locomotive brake cylinder reaches its maximum value of 300 kPa. The maximum pressure value of the locomotive brake cylinder can be adjusted using the adjusting handwheel of the individual brake valve.

[0024] When the handle of the individual brake valve is moved to the right in the braking zone, the air supply valve inside the individual brake valve can be opened in stages, thereby increasing the pressure of the individual action pipe 11 and the locomotive brake cylinder in stages, and thus achieving staged braking.

[0025] (2) Relief after locomotive braking alone

[0026] When the individual brake valve handle is in the operating position, the air supply valve in the individual brake valve is closed and the exhaust valve 2 is open. The pressurized air in the individual action pipe 11 is discharged through the exhaust valve 2 and the exhaust port. Since the directional valve has previously opened passage 1 and closed passage 2, and since the automatic brake valve handle is in the operating position, there is no pressurized air in the action cylinder at this time, so passage 1 remains open and passage 2 remains closed. After the pressure in the individual action pipe 11 is reduced, since the individual action pipe 11 is connected to the action cylinder pipe 14, the action cylinder pipe 14 is also reduced in pressure. The decrease in pressure in the action cylinder pipe 14 causes the air supply valve in the action valve to close and the exhaust valve to open. The pressurized air in the brake cylinder pipe 12 is discharged through the exhaust valve and the exhaust port in the action valve, reducing the pressure in the locomotive brake cylinder and thus alleviating the locomotive's braking force. Moving the individual brake valve handle to the left during the braking phase can achieve phased relief of the locomotive's braking force.

[0027] (3) The locomotive releases its brakes separately after the train brakes.

[0028] The train braking process is as follows: When the automatic brake valve handle is placed in the service braking zone, the mechanical structure within the automatic brake valve and relay valve causes the air pressure in train pipe 2 to be reduced. One end of train pipe 2 enters the distribution valve. The mechanical structure within the distribution valve allows the pressurized air in the main air cylinder to be filled into the action air cylinder when train pipe 2 is depressurized (the pressurization of the action air cylinder stops after the pressurization is adapted to the depressurization of train pipe 2), thereby pressurizing the action air cylinder pipe 14 and pushing the plunger in the directional valve to the left, closing passage 1 and opening passage 2. Similar to the aforementioned action valve operation, the pressurization of the action air cylinder pipe 14 will cause the air supply valve in the action valve to open and the exhaust valve to close. The main air cylinder pipe 3 supplies air to the brake cylinder pipe 12 through the air supply valve, thereby pressurizing the locomotive brake cylinder and generating braking force on the locomotive.

[0029] If the locomotive's braking force needs to be individually relieved after the train has braked, the individual brake valve handle needs to be placed in the individual relief position. At this time, the exhaust valve 1 in the individual brake valve is opened, and the pressurized air in the individual relief pipe 10 is discharged through the exhaust valve 1 and the exhaust port, causing the individual relief pipe 10 and the working air cylinder to depressurize. A part of the individual relief pipe 10 enters the distribution valve. The mechanical structure in the distribution valve causes the pressure of the working air cylinder pipe 14 to follow the pressure change of the individual relief pipe 10. The depressurization of the individual relief pipe 10 causes the working air cylinder pipe 14 and the working air cylinder to depressurize. Similar to the working process of the aforementioned working valve, the depressurization of the working air cylinder pipe 14 will cause the air supply valve in the working valve to close and the exhaust valve to open. The pressurized air in the brake cylinder pipe 12 is discharged through the exhaust valve and the exhaust port in the working valve, and the locomotive brake cylinder depressurizes, thereby individually relieving the locomotive's braking force.

[0030] Under automatic driving conditions, the driver does not operate the individual brake valve handle or the automatic brake valve handle; both handles are in the active position. To achieve locomotive individual braking, locomotive release after individual braking, and locomotive release after the entire train brakes under automatic driving conditions, the braking system piping must first be modified. Figure 2 This is a schematic diagram of the principle of independent braking under autonomous driving conditions, such as... Figure 2 As shown, the pipeline modification includes the addition of three electro-pneumatic valves, DKF-1, DKF-2, and DKF-3, as well as one check valve and one safety valve. Specifically: DKF-1 is a normally closed electro-pneumatic valve, one end of which is connected to the main air cylinder pipe 3 leading from the individual brake valve, and the other end is connected to the individual action pipe 11 leading from the individual brake valve. It is used to connect or disconnect the gas passage between the main air cylinder pipe 3 and the individual action pipe 11. A throttle valve is also installed at the other end of DKF-1 to control the gas flow rate. DKF-2 is a normally open electro-pneumatic valve, installed on the individual action pipe 11 leading from the individual brake valve. One end of DKF-2 is connected to the other end of DKF-1 via the individual action pipe 11, and the other end enters the individual action pipe 11 via the individual action pipe 11. Brake valve; DKF-3 is a normally closed electro-pneumatic valve, one end of which is connected to the separate release pipe 10 leading from the separate brake valve, and the other end is open to the atmosphere; the check valve is connected in parallel with DKF-2, its input port (P) is connected to the other end of DKF-2, and enters the separate brake valve through the separate action pipe 11, and its output port (A) is connected to the one end of DKF-2 and the other end of DKF-1; the input port (P) of the safety valve is connected to the separate action pipe 11, and is connected to the one end of DKF-2 and the other end of DKF-1, and its output port (T) is open to the atmosphere.

[0031] During normal operation by the driver, all electro-pneumatic valves should be de-energized. Since DKF-1 and DKF-3 are normally closed electro-pneumatic valves, and DKF-2 is a normally open electro-pneumatic valve, therefore... Figure 2The pipeline connections of the central air cylinder pipe 3, the individual relief pipe 10, and the individual action pipe 11 remain unchanged. The three newly added electro-pneumatic valves, as well as the check valve and safety valve, do not affect the braking effect of the locomotive when the individual brake valve is operated manually.

[0032] The principle of independent braking under autonomous driving conditions is as follows:

[0033] (1) Locomotive individual braking during automatic driving

[0034] When the locomotive needs to brake independently under automatic driving conditions, the automatic driving control host sends a control signal to energize DKF-1 and DKF-2 simultaneously, thereby turning on DKF-1 and turning off DKF-2. When DKF-1 is on, DKF-2 remains off. The opening of DKF-1 allows the main air cylinder pipe 3 to supply air to the individual action pipe 11. Since the individual braking valve handle is in the operating position under automatic driving conditions, meaning that the individual action pipe 11 can still exhaust air through the exhaust valve 2 inside the individual braking valve, in order to maintain the pressure inside the individual action pipe 11, the exhaust passage of the individual action pipe 11 through the exhaust valve 2 inside the individual braking valve must be cut off. However, when DKF-2 is energized and turns off, the exhaust passage of the individual action pipe 11 through the exhaust valve 2 inside the individual braking valve is cut off. At the same time, since the check valve only allows gas to flow from the input port (P) to the output port (A), the pressurized air inside the individual action pipe 11 cannot be exhausted to the outside through the check valve and the exhaust valve 2. The main air cylinder pipe 3 supplies air to the individual action pipe 11 through DKF-1, thereby pressurizing the individual action pipe 11.

[0035] Furthermore, since the automatic brake valve handle is also in the operating position under automatic driving conditions, the pressure in the actuating air cylinder is 0. When the individual actuating pipe 11 is pressurized, it pushes the plunger in the directional valve to the right, opening passage 1 and closing passage 2, that is, the individual actuating pipe 11 is connected to the actuating air cylinder pipe 14. The pressurization of the individual actuating pipe 11 causes the actuating air cylinder pipe 14 to be pressurized accordingly. The increased pressure in the actuating air cylinder pipe 14 causes the air supply valve in the actuating valve to open and the exhaust valve to close. The main air cylinder pipe 3 supplies air to the brake cylinder pipe 12 through the air supply valve, thereby pressurizing the locomotive brake cylinder and generating braking force, achieving the locomotive individual braking effect under automatic driving conditions.

[0036] The pressurization of the individual action tube 11 is determined by the energization time of DKF-1 and the exhaust rate of the throttle valve, thereby generating different braking forces when the locomotive brakes individually.

[0037] If the braking force is insufficient, DKF-1 can be powered on again, allowing the main air cylinder pipe 3 to continue supplying air to the individual action pipe 11 until the locomotive brake cylinder pressure reaches the required level. Then, DKF-1 can be de-energized. In other words, by intermittently energizing DKF-1, staged braking during automatic driving can be achieved.

[0038] The safety valve is used to limit the maximum pressure in the pipeline, providing overpressure protection. Specifically, it is installed by adding a tee and an additional section of pipeline to the existing single-acting pipe 11 to connect to the safety valve. When the pressure in the single-acting pipe 11 is below the specified pressure, the input port (P) and output port (T) are closed. When the pressure in the single-acting pipe 11 rises above the specified pressure, the input port (P) and output port (T) are connected to release air until the pressure in the single-acting pipe 11 drops below the specified pressure, at which point the input port (P) and output port (T) are closed again. The specified pressure can be set to 300 kPa by adjusting the pre-compression of the pressure regulating spring of the safety valve, thereby ensuring that the maximum pressure in the single-acting pipe 11 and the locomotive brake cylinder does not exceed 300 kPa, thus guaranteeing the safety of brake control.

[0039] When the locomotive is braking independently under automatic control, if the driver believes that the braking force is insufficient and needs to manually apply additional braking force, this can be achieved through a one-way valve. When the driver manipulates the independent braking valve handle to move in the braking zone, the air supply valve inside the independent braking valve opens. Although the automatic control host has energized and shut off DKF-2, the pressurized air in the main air cylinder pipe 3 can be supplied to the independent action pipe 11 via the one-way valve after passing through the air supply valve. At this time, the pressurized air in the individual action pipe 11 comes from two sources: one is the main air cylinder pipe 3, which supplies air to it via DKF-1; the other is the main air cylinder pipe 3, which supplies air to it via the air supply valve and the one-way valve. Since the one-way valve only allows airflow in one direction when the pressure at the input port (P) is higher than the pressure at the output port (A), the pressure at which the individual brake valve handle is positioned in the braking zone, corresponding to the pressure supplied to the individual action pipe 11, should be greater than the pressure at which the autopilot control host supplied air to the individual action pipe 11 via DKF-1 before the driver's operation. For example, if the autopilot control host has already supplied 100 kPa of air to the individual action pipe 11 via DKF-1, then the pressure supplied to the individual action pipe 11 at the position of the individual brake valve handle in the braking zone must be at least greater than 100 kPa to open the one-way valve. In other words, based on the braking force already applied by the autopilot, the individual brake valve handle can be manipulated to manually apply additional braking force, ensuring the priority of manual operation.

[0040] (2) Relief after the vehicle brakes independently during autonomous driving

[0041] When the locomotive needs to release pressure after braking individually, the automatic driving control host sends a control signal to de-energize DKF-1 and DKF-2, causing DKF-1 to shut down again and DKF-2 to reopen. Since the individual brake valve handle is in the operating position during automatic driving (i.e., the exhaust valve 2 in the individual brake valve is open), the pressurized air in the individual action pipe 11 can be discharged through the exhaust valve 2 and the exhaust port after DKF-2 reopens. After the pressure in the individual action pipe 11 is reduced, since the individual action pipe 11 is connected to the action air cylinder pipe 14, the action air cylinder pipe 14 is also depressurized. The reduced pressure in the action air cylinder pipe 14 causes the air supply valve in the action valve to close and the exhaust valve to open. The pressurized air in the brake cylinder pipe 12 is discharged through the exhaust valve and the exhaust port in the action valve, thus reducing the pressure in the locomotive's brake cylinder and relieving the locomotive's braking force.

[0042] To achieve phased mitigation of braking force in automatic driving, the automatic driving control host can de-energize DKF-1 and then de-energize DKF-2 in stages, i.e., DKF-2 can be turned on in stages, allowing the pressurized air in the individual action tube 11 to be discharged in stages, thereby achieving phased mitigation of locomotive braking force.

[0043] (3) Individual release of locomotive after the train brakes during automatic driving.

[0044] Under automatic driving conditions, the individual brake valve handle is in the operating position, and the exhaust valve 1 inside the individual brake valve is closed. When the train's braking force needs to be individually released after the entire train has braked, the automatic driving control host sends a control signal to energize and open DKF-3. The pressurized air in the individual release pipe 10 is discharged through DKF-3, causing the individual release pipe 10 and the working air cylinder to depressurize. The mechanical structure inside the distribution valve causes the working air cylinder pipe 14 to depressurize along with the individual release pipe 10. The depressurization of the working air cylinder pipe 14 will cause the air supply valve inside the working valve to close and the exhaust valve to open. The pressurized air in the brake cylinder pipe 12 is discharged through the exhaust valve and exhaust port inside the working valve, depressurizing the locomotive brake cylinder and thus individually releasing the locomotive's braking force.

[0045] The above embodiments are provided for those skilled in the art to implement or use the present invention. Those skilled in the art can make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention, and all such modifications or changes fall within the protection scope of the present invention.

Claims

1. A train automatic driving braking control system, comprising: Individual brake valve, distribution valve, actuation valve, main air cylinder pipe (3), individual release pipe (10), individual actuation pipe (11), brake cylinder pipe (12), actuation air cylinder pipe (14), and automatic driving control host; wherein, the main air cylinder pipe (3), individual release pipe (10), and individual actuation pipe (11) enter the individual brake valve, the main air cylinder pipe (3) and brake cylinder pipe (12) enter the actuation valve, and the individual release pipe (10) and actuation air cylinder pipe (14) enter the distribution valve; characterized in that, It also includes: the first electro-pneumatic valve (DKF-1), the second electro-pneumatic valve (DKF-2), and the third electro-pneumatic valve (DKF-3); wherein: The first electro-pneumatic valve (DKF-1) is a normally closed electro-pneumatic valve. One end of it is connected to the main air cylinder pipe (3), and the other end is connected to the individual action pipe (11). It is used to connect or disconnect the gas passage between the main air cylinder pipe (3) and the individual action pipe (11). The second electro-pneumatic valve (DKF-2) is a normally open electro-pneumatic valve, which is installed on the pipeline of the separate action pipe (11). One end of the valve is connected to the other end of the first electro-pneumatic valve (DKF-1) through the separate action pipe (11), and the other end enters the separate brake valve through the separate action pipe (11). The third electro-pneumatic valve (DKF-3) is a normally closed electro-pneumatic valve, with one end connected to the separate relief pipe (10) and the other end connected to the atmosphere; The other end of the first electro-pneumatic valve (DKF-1) is also equipped with a throttle valve for controlling the gas flow rate.

2. The train automatic driving braking control system according to claim 1, characterized in that: It also includes a check valve connected in parallel with the second electro-pneumatic valve (DKF-2), whose input port (P) is connected to the other end of the second electro-pneumatic valve (DKF-2) and enters a separate brake valve through a separate action tube (11), whose output port (A) is connected to one end of the second electro-pneumatic valve (DKF-2) and the other end of the first electro-pneumatic valve (DKF-1).

3. The train automatic driving braking control system according to claim 1, characterized in that: It also includes a safety valve whose input port (P) is connected to a separate action tube (11) and to one end of the second electro-pneumatic valve (DKF-2) and the other end of the first electro-pneumatic valve (DKF-1), and whose output port (T) is open to the atmosphere. When the pressure in the individual action tube (11) is below the specified pressure, the connection between the input port (P) and the output port (T) is closed; When the pressure in the individual action tube (11) rises above the specified pressure, the input port (P) and the output port (T) are connected to exhaust gas until the pressure in the individual action tube (11) drops below the specified pressure, at which point the input port (P) and the output port (T) are disconnected again.

4. The train automatic driving braking control system according to claim 3, characterized in that: The specified pressure is set to 300 kPa by adjusting the pre-compression of the pressure regulating spring of the safety valve.

5. A train automatic driving braking control method implemented using the braking control system according to any one of claims 1-4, characterized in that: When the locomotive needs to brake independently under automatic driving conditions, the automatic driving control host sends a control signal to energize the first electro-pneumatic valve (DKF-1) and the second electro-pneumatic valve (DKF-2). By controlling the energization time of the first electro-pneumatic valve (DKF-1) and adjusting the exhaust rate of the throttle valve, the pressurization of the individual action tube (11) is controlled, thereby generating different braking forces.

6. The train automatic driving braking control method according to claim 5, characterized in that: After the automatic driving control host controls the second electro-pneumatic valve (DKF-2) to be energized, it then controls the first electro-pneumatic valve (DKF-1) to be energized in stages, thereby achieving staged braking.

7. The train automatic driving braking control method according to claim 5, characterized in that: When the automatic driving control host controls the locomotive to brake individually, the driver can manually add braking force on top of the braking force already applied by the automatic driving system by manipulating the individual brake valve handle to move in the braking zone.

8. The train automatic driving braking control method according to claim 5, characterized in that: When the locomotive needs to release its braking force after braking alone under automatic driving conditions, the automatic driving control host sends a control signal to de-energize the first electro-pneumatic valve (DKF-1) and the second electro-pneumatic valve (DKF-2).

9. The train automatic driving braking control method according to claim 8, characterized in that: After the automatic driving control host de-energizes the first electro-pneumatic valve (DKF-1), it then controls the second electro-pneumatic valve (DKF-2) to de-energize in stages, thereby achieving phased relief of the locomotive's braking force.

10. The train automatic driving braking control method according to claim 5, characterized in that: When the train brakes and the braking force of the locomotive needs to be relieved separately, the automatic driving control host sends a control signal to energize the third electro-pneumatic valve (DKF-3).

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