Heavy-haul train brake control system and method based on topological air brake

Abstract

The application provides a heavy-load train brake control system and method based on topology air brake, and relates to the technical field of railway locomotive brake. The heavy-load train brake control system based on topology air brake comprises a master control locomotive, a controllable train tail device, at least one slave control locomotive arranged between the master control locomotive and the controllable train tail device, and a freight train formation arranged between the control locomotives. A target freight car capable of receiving brake instructions and transmitting air brake signals is arranged in the freight train formation. The target freight car not only has the function of transporting goods as a conventional freight car, but also has the function of receiving brake instructions and transmitting air brake signals to adjacent conventional freight cars. By arranging the target freight car in the freight train formation, the slave control locomotive and the target freight car can both transmit air brake signals to adjacent conventional freight cars during train braking, which can reduce the time difference of receiving air brake signals by each conventional freight car, thereby reducing the longitudinal impact during train braking, and improving the safety of train braking.

Description

Technical Field

[0001] This application relates to the field of railway locomotive braking technology, specifically to a braking control system and method for heavy-haul trains based on topology air braking. Background Technology

[0002] Heavy-haul rail transport has garnered widespread attention globally due to its advantages such as large capacity, high efficiency, low cost, and energy conservation and environmental friendliness. However, with the expansion of train formations, increased operating speeds, axle loads, traction and braking forces, and extended braking wave transmission times, the dynamic characteristics of trains have become exceptionally complex, particularly regarding longitudinal impacts during traction and braking. Although the increased total weight and speed of trains have significantly improved the transport capacity of heavy-haul railways, the braking system characteristics and operating conditions inevitably lead to substantial longitudinal impacts during braking and deceleration, exacerbating wear and tear on the coupling and deceleration devices and related components. This poses serious challenges to the safe operation of heavy-haul trains and the safe operation of drivers. Therefore, improving the structure and function of the air braking system for heavy-haul trains to reduce longitudinal impacts is crucial for ensuring their safe operation.

[0003] Currently, the 120-type control valve is widely used in heavy-haul trains in China. As train loads increase, relying solely on air brakes is no longer sufficient to meet the demands of heavy-haul train development. To address the issue of brake system asynchrony, internationally, ECP braking systems are primarily used. However, adopting the American-style ECP system in my country would require a complete overhaul of the existing vehicle braking systems. Given China's vast railway fleet, this would be prohibitively expensive and time-consuming. Furthermore, the braking systems of unmodified and modified vehicles would be incompatible during the modification process, preventing mixed formations. These issues have prevented the application of ECP braking systems in my country to date.

[0004] Therefore, the heavy-haul train braking control system based on topology air braking in related technologies is difficult to comprehensively solve the problem of excessive longitudinal impulse under actual operation of heavy-haul trains, and cannot achieve reliable guarantee of the service safety of heavy-haul trains. Summary of the Invention

[0005] This application provides a braking control system and method for heavy-haul trains based on topology air braking, which can reduce costs while mitigating longitudinal impacts during train braking.

[0006] This application provides a heavy-haul train braking control system based on topology air braking, comprising: The locomotive includes a main control locomotive, a controllable tail-end device, at least one slave control locomotive disposed between the main control locomotive and the controllable tail-end device, and a freight train assembly disposed between the control locomotives; the freight train assembly includes multiple conventional freight cars and at least one target freight car; the control locomotive includes a main control locomotive, a controllable train positioning device, and slave control locomotives. The master locomotive is used to send braking commands to the target freight car and the slave locomotive; The target freight car is equipped with an electrical signal receiving device and a first air braking system. The electrical signal receiving device is used to receive braking commands sent by the master locomotive or slave locomotive and send the braking commands to the first air braking system. The first air braking system is used to control the target freight car to brake after receiving the braking command and send air braking signals to the conventional freight cars adjacent to the target freight car.

[0007] Optionally, the target truck is also equipped with a power supply device, which is connected to an electrical signal receiving device.

[0008] Optionally, the target truck and the conventional truck are also equipped with load sensors, which are used to detect the weight of the truck.

[0009] Optionally, the conventional truck is equipped with a second air braking system, which is used to control the braking of the conventional truck after receiving an air braking signal.

[0010] Optionally, the second air braking system includes an air brake.

[0011] Optionally, the air brake in the second air braking system includes a switching valve that adjusts the opening of the switching valve based on the weight of the conventional truck to regulate the braking force of the conventional truck.

[0012] Optionally, the first air braking system includes an air brake mechanism, which includes a switching valve that adjusts the opening of the switching valve based on the weight of the target truck to adjust the braking force of the target truck.

[0013] To achieve the above and other related objectives, this application provides a braking control method for heavy-haul trains based on topology air braking, comprising: Before the train departs, the target location is determined based on the first preset interval distance, and the target freight car is set at the target location; In response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send an air brake signal to the adjacent conventional freight car, so that the conventional freight car can activate its brakes upon receiving the air brake signal.

[0014] Optionally, in response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send an air brake signal to the adjacent conventional freight car, so that the conventional freight car engages its brakes upon receiving the air brake signal, including: When the weight difference between two adjacent regular trucks is greater than a first preset value, the truck to be activated is identified from the target trucks that is closest to the two adjacent regular trucks, and the truck to be activated is activated.

[0015] Optionally, in response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send an air brake signal to the adjacent conventional freight car, so that the conventional freight car engages its brakes upon receiving the air brake signal, including: The weight of each truck to be controlled is obtained, including target trucks and regular trucks; Based on the relationship between the weight of each truck to be controlled and the preset weight, the opening degree of the switching valve of each truck to be controlled is determined.

[0016] As described above, the heavy-haul train braking control system and method based on topology air braking provided in this application have the following beneficial effects: This application discloses a topology-based air braking system for heavy-haul trains. The system includes a master locomotive, a controllable tail unit, at least one slave locomotive positioned between the master locomotive and the controllable tail unit, and a freight car formation positioned between the master locomotives. The freight car formation includes multiple conventional freight cars and at least one target freight car. The master locomotive can send braking commands to the target freight car and the slave locomotives. The target freight car is equipped with an electrical signal receiving device and a first air braking system. The electrical signal receiving device receives braking commands from the master locomotive or the slave locomotive and sends these commands to the first air braking system. The first air braking system, upon receiving the braking command, controls the target freight car to brake and sends air braking signals to the adjacent conventional freight cars. By setting up target freight cars in the freight car train that can receive braking commands and transmit air brake signals, the target freight cars not only have the function of transporting goods as regular freight cars, but also have the function of receiving braking commands and sending air brake signals to adjacent regular freight cars. By setting up target freight cars in the freight car train, both the slave locomotive and the target freight car can send air brake signals to adjacent regular freight cars when the train brakes. This can reduce the time difference in receiving air brake signals by each regular freight car, thereby reducing the longitudinal impact when the train brakes and improving the safety of train braking.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 This is a schematic diagram of a heavy-haul train braking control system based on topology air braking in related technologies; Figure 2 This is a schematic diagram illustrating the structure of a heavy-haul train braking control system based on topology air braking, as shown in an exemplary embodiment of this application. Figure 3 This is a flowchart illustrating a heavy-haul train braking control method based on topology air braking, as shown in an exemplary embodiment of this application. Detailed Implementation

[0019] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0020] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0021] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0022] Figure 1 This is a schematic diagram of a heavy-haul train braking control system based on topology air braking, as described in related technologies. (Reference) Figure 1The train braking process in related technologies can be described as follows: When a train needs to brake, on the one hand, the master locomotive first sends a braking command to the slave locomotive via a wireless communication system. Simultaneously, the master locomotive's air braking system begins to depressurize the train pipe at its location. Due to the pressure drop, the train pipe generates a backward-transmitted air braking signal, and freight cars at the locations reached by the air braking signal begin braking sequentially. On the other hand, after receiving the braking command, the slave locomotive's air braking system begins to depressurize the train pipe at its location. Unlike the air braking signal transmission method of the master locomotive's train pipe, the air braking signal generated at the slave locomotive is transmitted both forward and backward simultaneously, and freight cars at the locations reached by the air braking signal begin braking sequentially. However, in the braking method of the heavy-haul train braking control system based on topology air braking in related technologies, because the air braking signal is transmitted sequentially and the freight cars brake sequentially, freight cars farther from both the master and slave locomotives experience braking delays compared to those closer, leading to a larger longitudinal impact on the train.

[0023] Please see Figure 2 , Figure 2 This is a schematic diagram illustrating the structure of a heavy-haul train braking control system based on topology air braking, as shown in an exemplary embodiment of this application. (Reference) Figure 2 It can be seen that the heavy-haul train braking control system based on topology air braking may include: The locomotive includes a master locomotive 210, a controllable tail-end device 220, at least one slave locomotive 230 disposed between the master locomotive 210 and the controllable tail-end device 220, and a freight train 240 disposed between the master locomotives. The freight train 240 includes multiple conventional freight cars 241 and at least one target freight car 242. The master locomotives include the master locomotive 210, the controllable tail-end device 220, and the slave locomotives 230.

[0024] The master locomotive 210 is used to send braking commands to the target freight car 242 and the slave locomotive 230. The braking command is an electrical signal, which can be transmitted to the target freight car 242 and the slave locomotive 230 more quickly, thus achieving the purpose of rapidly transmitting the braking command.

[0025] The target freight car 242 is equipped with an electrical signal receiving device and a first air brake system. The electrical signal receiving device is used to receive braking commands sent by the master locomotive 210 or the slave locomotive 230 and send the braking commands to the first air brake system. The first air brake system is used to control the target freight car to brake after receiving the braking command and send an air brake signal to the conventional freight car 241 adjacent to the target freight car 242.

[0026] In one embodiment of this application, when a heavy-haul train needs to brake, the master locomotive 210 can send braking commands to the target freight car 242 and the slave locomotive 230 via a wireless communication system. Both the master locomotive 210 and the slave locomotive 230 are equipped with wireless communication systems. The wireless communication system on the master locomotive 210 can be used to send braking commands, and the wireless communication system on the slave locomotive 230 can be used to receive braking commands. The master locomotive 210 and the slave locomotive 230 can drive and control the train's operation and are equipped with relevant operating systems and equipment. However, the master locomotive 210 and the slave locomotive 230 cannot carry cargo. The target freight car 242 is a freight car obtained by improving the conventional freight car 241. The target freight car 242 can also carry goods, but at the same time, an electrical signal receiving device is added to the target freight car 242. The electrical signal receiving device can receive the braking command sent by the main control locomotive 210 and send the braking command to the first air brake system. After receiving the braking command, the first braking control system performs braking to control the train pipe at the position of the target freight car 242 to depressurize, thereby realizing the train braking.

[0027] It should be noted that, compared to conventional freight cars, the electrical signal receiving device added to the target freight car 242 can actively control the train pipe at the location of the target freight car 242 to reduce pressure, thereby transmitting air brake signals to the adjacent conventional freight cars. Conventional freight cars only have the function of passively receiving air brake signals and reducing train pipe pressure, but do not have the function of actively controlling the train pipe pressure reduction at the conventional freight car location, nor do they have the function of transmitting air brake signals to adjacent freight cars.

[0028] In another possible implementation, the target freight car 242 may also be equipped with an electrical signal transmitting device, which can send braking commands to other target freight cars or slave locomotives behind the target freight car 242. The master locomotive 210 can send braking commands to the target freight car 242 or slave locomotive 230. The master locomotive 210 can send braking commands to the target freight car 242 or slave locomotive 230 closest to the master locomotive 210. After receiving the braking command, the target freight car 242 or slave locomotive 230 can then send the braking command sequentially to the nearest adjacent target freight car 242 or slave locomotive 230, transmitting the braking command in a chain-like propagation manner.

[0029] That is, the master locomotive 210 can send braking commands to the target freight car 242 and the slave locomotive 230 simultaneously via wireless transmission; if the target freight car 242 is equipped with an electrical signal transmitting device, the master locomotive 210 can also send braking commands to the target freight car 242 or the slave locomotive 230 via wireless transmission.

[0030] Figure 2The transmission method shown is that the master locomotive 210 simultaneously sends braking commands to the slave locomotive 230 and the target freight car 242. Figure 2 In the diagram, solid lines with arrows represent the transmission path of braking commands, and dashed lines with arrows represent the transmission path of air brake signals. In the heavy-haul train braking control system based on topology air braking provided in this application embodiment, the braking command is an electrical signal. Through a relevant transmission protocol, the braking command can be quickly sent to the slave locomotive 230 and the target freight car 242. After receiving the braking command, the first air braking systems of the target freight car 242 and the slave locomotive 230 can control the train pipes at their respective positions to begin depressurization, thereby achieving train braking. When the train pipe is depressurized, both the slave locomotive 230 and the target freight car 242 can control the train pipe to depressurize. At this time, both the slave locomotive 230 and the target freight car 242 can send air brake signals to the conventional freight cars 241 in front of and behind their respective positions. Since the target freight car 242 that can send air brake signals forward and backward is added to the freight car group 240, the transmission rate of the air brake signal is faster during the train braking process, which can reduce the braking response time difference between the front and rear freight cars, and the relative movement between the front and rear freight cars is less, thereby reducing the longitudinal impact during train braking.

[0031] In one embodiment of this application, the target truck 242 is further equipped with a power supply device, which is connected to an electrical signal receiving device. The power supply device can be a battery or a pantograph-catenary power supply system, and it can supply power to the electrical signal receiving device.

[0032] In one embodiment of this application, a second air brake system is provided on the conventional truck 241, which is used to control the conventional truck 241 to brake after receiving an air brake signal.

[0033] In one embodiment of this application, the second air braking system includes an air brake. An air brake can refer to an entire braking system powered by compressed air, and may include an air compressor, a brake valve, a brake cylinder, and a train pipe.

[0034] In one embodiment of this application, the air brake in the second air brake system may further include a switching valve, the opening of which is adjusted based on the weight of the conventional truck to adjust the braking force of the conventional truck.

[0035] In one embodiment of this application, the first air braking system includes an air brake mechanism, and the air brake mechanism in the first air braking system includes a switching valve, the opening of which is adjusted based on the weight of the target truck to adjust the braking force of the target truck.

[0036] In one embodiment of this application, the target truck 242 and the conventional truck 241 are also equipped with load sensors, which are used to detect the weight of the trucks.

[0037] Please see Figure 3 This is a flowchart illustrating a heavy-haul train braking control method based on topology air braking, as shown in an exemplary embodiment of this application. (See reference...) Figure 3 It can be seen that the heavy-haul train braking control method based on topology air braking can include: Step S310: Before the train departs, the target location is determined based on the first preset interval distance, and the target freight car is set at the target location.

[0038] In one embodiment of this application, before the train departs, the target location can be determined based on a first preset interval distance, and the target freight car can be set at the target location, that is, multiple target freight cars can be set in the train.

[0039] For example, the first preset interval distance can be 300 meters.

[0040] In another possible implementation, the target position can be determined based on a pressure ratio before train departure. Pressure sensors can be installed on the train tube at second preset intervals. The pressure ratio is acquired at a preset time point after braking initiation, and the target position is determined based on the location where the pressure ratio is greater than the preset ratio. A braking pressure test can be performed before train departure. Pressure sensors can be installed on the train tube at second preset intervals to measure the actual pressure in the train tube. The ratio of the actual pressure in the train tube detected by the pressure sensors to the target braking pressure is determined as the pressure ratio, i.e., pressure ratio = actual pressure / target braking pressure. The target position is determined based on the location where the pressure ratio is greater than the preset ratio.

[0041] For example, the initial pressure of the train pipe can be set by the main control locomotive, and the pressure reduction amount can be set by the main control locomotive. The difference between the initial pressure and the pressure reduction amount can be determined as the braking target pressure. For example, the initial pressure can be 600 kPa, the pressure reduction amount can be 70 kPa, and then the braking target pressure can be 530 kPa.

[0042] For example, the preset ratio can be 101%, and the preset time point after braking initiation can be the 3rd second after the air brake is applied. When the main control locomotive begins decompression, the air brake signal propagates along the train tube at a limited speed, forming a pressure wave. The conventional freight cars at the rear receive the air brake signal a certain time later than the conventional freight cars at the front. The pressure of the conventional freight cars at the front may have already been reduced to the target braking pressure, but the conventional freight cars at the rear may only begin decompression due to the propagation delay of the air brake signal. The actual pressure of the train tube of the conventional freight cars at the rear is greater than the target braking pressure, and longitudinal impact already exists during the delay period. By monitoring the pressure ratio at the preset time point after braking initiation to determine the target position and setting the target freight car at the target position, the transmission time of the air brake signal can be reduced, thereby reducing the longitudinal impact during train braking.

[0043] In one possible implementation, locations with pressure ratios less than a preset ratio can be identified as locations to be screened, and target locations can be determined from these locations using a preset selection method. The preset selection method may include sorting the locations to be screened starting from the main control locomotive, identifying the first location to be screened as the target location, then identifying the fourth location to be screened as the target location after a gap of two locations, and so on, sequentially determining target locations from the locations to be screened in this interval manner.

[0044] In one embodiment, the step of determining the location where the pressure ratio is less than a preset ratio as the target location may include: determining the location where the pressure ratio is less than a preset ratio as the location to be screened; and determining the target location among the locations to be screened based on a first preset control range of the target freight car and a second preset control range of the slave locomotive. The locations to be screened can be sorted starting from the master locomotive, the first location to be screened can be determined as the target location, and the target location can be determined among the locations to be screened based on the first preset control range of the target freight car and the second preset control range of the slave locomotive.

[0045] It should be noted that the first preset control range of the target freight car can characterize the effective control range of the target freight car during train braking, and this effective control range can characterize the range of pressure attenuation that the freight car can compensate for. The second preset control range of the slave locomotive can characterize the range that the braking relay capability of the slave locomotive can cover.

[0046] In the heavy-haul train braking control method based on topology air braking provided in the embodiments of this application, the target position can be determined solely based on the pressure ratio; or solely based on the first preset interval distance; or the target position can be determined separately based on the pressure ratio and the first preset interval distance, and the target position determined by both methods can be set as the corresponding target freight car.

[0047] In step S320, in response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send an air brake signal to the adjacent conventional freight car so that the conventional freight car can activate its brakes after receiving the air brake signal.

[0048] In one embodiment of this application, during train operation, in response to receiving a braking command sent by the master locomotive, the target freight car and the slave locomotive can send an air brake signal to the adjacent conventional freight car, so that the conventional freight car can activate its brakes after receiving the air brake signal.

[0049] In one embodiment, a load sensor is also provided on the target truck and the regular truck. The load sensor is used to detect the weight of the truck. When the difference in weight between two adjacent regular trucks is greater than a first preset value, the truck to be activated is determined among the target trucks that is closest to the two adjacent regular trucks, and the truck to be activated is activated.

[0050] For example, a target location determined based on a first preset interval distance can be defined as a location to be activated, and a target truck set at the location to be activated can be a truck to be activated.

[0051] During train operation, the train may stop to unload cargo from freight cars. After unloading, there may be a significant weight difference between two adjacent freight cars, also known as a sudden change in load. When there is a significant weight difference between two freight cars, it is necessary to use the target freight car that is closest to the two freight cars.

[0052] In one possible implementation, the target freight car located at the target position determined based on the pressure ratio is not the freight car to be activated. Instead, the target freight car located at the target position determined based on the first preset interval distance is the freight car to be activated. The freight car to be activated can be in a closed state when the train starts, that is, it is a regular freight car. After the freight car to be activated is activated, it can receive braking commands and send air brake signals. The target freight car located at the target position determined based on the pressure ratio can remain in an open state during train operation.

[0053] In another possible implementation, in response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send an air brake signal to the adjacent conventional freight car so that the conventional freight car can activate its brakes upon receiving the air brake signal. This process may further include: acquiring the weight of each freight car to be controlled, including the target freight car and the conventional freight car; and determining the opening degree of the switching valve of each freight car to be controlled based on the relationship between the weight of each freight car to be controlled and a preset weight.

[0054] In one possible implementation, when the weight of the freight car to be controlled is less than or equal to a preset weight, a first preset opening degree can be determined as the opening degree of the switching valve for that freight car; when the weight of the freight car to be controlled is greater than the preset weight, a second preset opening degree can be determined as the opening degree of the switching valve for that freight car. Both the first and second preset opening degrees can be set by the operator according to the actual operating and load conditions of the train.

[0055] For example, the first preset opening can be 0%, and the second preset opening can be 100%.

[0056] In another possible implementation, the opening degree of the switching valve of the truck to be controlled can be determined based on an opening degree determination formula, which may include: ; Where K represents the opening degree and W represents the weight of the truck to be controlled.

[0057] For example, the preset weight can be 40 tons.

[0058] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by one or more processors, cause the electronic device to implement the heavy-load train braking control method based on topology air braking provided in the above embodiments.

[0059] Another aspect of this application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, causes the computer to perform the heavy-haul train braking control method based on topology air braking provided in the various embodiments above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not assembled into the electronic device.

[0060] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the heavy-haul train braking control method based on topology air braking provided in the various embodiments above.

[0061] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "comprising" and "including" as used throughout the specification and claims are open-ended terms and should therefore be interpreted as "comprising but not limited to".

[0062] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A braking control system for heavy-haul trains based on topology air braking, characterized in that, include: The locomotive includes a main control locomotive, a controllable tail-end device, at least one slave control locomotive disposed between the main control locomotive and the controllable tail-end device, and a freight train assembly disposed between the control locomotives; the freight train assembly includes multiple conventional freight cars and at least one target freight car; the control locomotive includes a main control locomotive, a controllable train positioning device, and slave control locomotives. The master locomotive is used to send braking commands to the target freight car and the slave locomotive; The target freight car is equipped with an electrical signal receiving device and a first air braking system; the electrical signal receiving device is used to receive braking commands sent by the master locomotive or slave locomotive and send the braking commands to the first air braking system, and the first air braking system is used to control the target freight car to brake after receiving the braking command and send air braking signals to the conventional freight car adjacent to the target freight car.

2. The heavy-haul train braking control system based on topology air braking according to claim 1, characterized in that, The target truck is also equipped with a power supply device, which is connected to an electrical signal receiving device.

3. The heavy-haul train braking control system based on topology air braking according to claim 1, characterized in that, The target truck and the regular truck are also equipped with load sensors, which are used to detect the weight of the truck.

4. The heavy-haul train braking control system based on topology air braking according to any one of claims 1-3, characterized in that, The conventional truck is equipped with a second air brake system, which is used to control the conventional truck to brake after receiving an air brake signal.

5. The heavy-haul train braking control system based on topology air braking according to claim 4, characterized in that, The second air braking system includes an air brake mechanism.

6. The heavy-haul train braking control system based on topology air braking according to claim 5, characterized in that, The air brake in the second air braking system includes a switching valve that adjusts the opening of the switching valve based on the weight of the conventional truck to regulate the braking force of the conventional truck.

7. The heavy-haul train braking control system based on topology air braking according to claim 1, characterized in that, The first air braking system includes an air brake mechanism, which includes a switching valve that adjusts the opening degree of the switching valve based on the weight of the target truck to adjust the braking force of the target truck.

8. A braking control method for heavy-haul trains based on topology air braking, characterized in that, The method applied to the heavy-haul train braking control system based on topology air braking according to any one of claims 1-7, the method comprising: Before the train departs, the target location is determined based on the first preset interval distance, and the target freight car is set at the target location; In response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send an air brake signal to the adjacent conventional freight car, so that the conventional freight car can activate its brakes upon receiving the air brake signal.

9. The braking control method for heavy-haul trains based on topology air braking according to claim 8, characterized in that, In response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send air brake signals to adjacent conventional freight cars, so that the conventional freight cars activate their brakes upon receiving the air brake signals, including: When the weight difference between two adjacent regular trucks is greater than a first preset value, the truck to be activated is identified from the target trucks that is closest to the two adjacent regular trucks, and the truck to be activated is activated.

10. The heavy-haul train braking control method based on topology air braking according to claim 8, characterized in that, In response to receiving a braking command from the master locomotive, the target freight car and the slave locomotive send air brake signals to adjacent conventional freight cars, so that the conventional freight cars activate their brakes upon receiving the air brake signals, including: The weight of each truck to be controlled is obtained, including target trucks and regular trucks; Based on the relationship between the weight of each truck to be controlled and the preset weight, the opening degree of the switching valve of each truck to be controlled is determined.

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