Hydraulic braking system for rail trailer and working method of hydraulic braking system

Abstract

The invention provides a hydraulic braking system for a rail trailer and a working method of the hydraulic braking system, and the hydraulic braking system comprises a position sensing module which is used for sensing the position and the speed of the trailer in real time and generating different levels of braking signals; the central processing module is in communication connection with the position sensing module and is used for monitoring the brake signals of different levels and generating brake instructions of different levels based on the brake signals of different levels; and the instruction execution module is in communication connection with the central processing module and is used for executing corresponding braking operations based on the braking instructions of different levels. The safety, reliability, maintainability and operation efficiency of the rail trailer braking system are comprehensively improved through systematized architecture design, a software and hardware combined safety strategy, redundant integration of key components and a graded collaborative braking process.

Description

Technical Field

[0001] This invention belongs to the field of industrial control technology, and more specifically, to a hydraulic braking system for rail trailers and its operating method. Background Technology

[0002] In research and experiments in fields such as shipbuilding and marine engineering, large trailers are often used to tow ship models on tracks above test pools. These trailers are enormous, heavy, and have immense inertia, and their operating area is above a water pool, requiring extremely high safety standards. During operation, dangerous situations such as speeding and overtaking may occur due to control system malfunctions, drive motor failures, or human error. Collisions or derailments can result in significant economic losses and interruptions to the experiment.

[0003] Currently, safety protection for such trailers largely relies on operator observation and manual activation of emergency braking, or simple mechanical limit switches. The former carries the risk of delayed response and human error; the latter has a single braking method, poor buffering effect, and the huge inertia at high speeds may cause damage to the equipment structure, and the braking timing is fixed and cannot be adjusted, lacking flexibility.

[0004] Therefore, there is an urgent need for an emergency braking protection system that can automatically and reliably determine dangerous conditions and effectively absorb huge kinetic energy using multi-stage braking methods to achieve smooth, reliable, and recoverable braking. Summary of the Invention

[0005] To address the aforementioned technical problems, this invention proposes a hydraulic braking system for rail trailers and its operating method.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: This invention provides a hydraulic braking system for a rail trailer, comprising: The position sensing module is used to sense the trailer's position and speed in real time and generate different levels of braking signals; The central processing module is communicatively connected to the position sensing module and is used to monitor the different levels of braking signals and generate different levels of braking commands based on the different levels of braking signals. The instruction execution module is communicatively connected to the central processing module and is used to execute corresponding braking operations based on different levels of braking instructions.

[0007] As an improvement of the present invention, the position sensing module includes a sensing unit and an emergency stop unit; wherein: The sensing unit includes a first sensor, a second sensor, and a third sensor, each preset with a corresponding position threshold S1 and velocity threshold Q1, a position threshold S2 and velocity threshold Q2, and a position threshold S2 and velocity threshold Q2; wherein, Q1≤Q2≤Q3; The first sensor, the second sensor, and the third sensor are used to generate a first-level braking signal, a second-level braking signal, and a third-level braking signal, respectively. The emergency stop unit is communicatively connected to the second and third sensors and is used to initiate an emergency stop operation when a secondary or tertiary braking signal is received.

[0008] As an improvement of the present invention, the central processing module includes a signal monitoring unit and an instruction generation unit; the signal monitoring unit is communicatively connected to the sensing unit and the instruction generation unit respectively; The signal monitoring unit is used to monitor the first-level braking signal, the second-level braking signal and the third-level braking signal, and forward all monitored signals to the instruction generation unit; The instruction generation unit is used to generate corresponding first-level braking instructions, second-level braking instructions, or third-level braking instructions according to the level of the braking signal and send them to the instruction execution module.

[0009] As an improvement of the present invention, the instruction execution module includes a motor drive unit, a hydraulic braking unit, and a hydraulic buffer unit, which are respectively communicatively connected to the instruction generation unit and receive different braking commands; wherein, The first-level braking command is used to instruct the motor drive unit to perform a reverse braking operation; The secondary braking command is used to instruct the motor drive unit to perform a reverse braking operation and the hydraulic braking unit to perform a rail-holding braking operation in combination. The three-level braking command is used to instruct the motor drive unit to perform reverse braking operation, the hydraulic braking unit to perform rail-holding braking, and the hydraulic buffer unit to perform hydraulic buffering operation.

[0010] As an improvement of the present invention, when the motor drive unit receives a first-level braking command, it changes the phase sequence of the current output to the drive motor to make the motor enter a reverse braking state, generating reverse torque to reduce the trailer speed.

[0011] As an improvement of the present invention, the hydraulic braking unit includes a hydraulic station, a normally closed two-position two-way solenoid valve, and at least four brake calipers; wherein, the brake calipers are symmetrically installed on both sides of the trailer underframe, with the caliper jaws aligned with the waist of the track; when not energized or when a secondary braking command is received, the solenoid valve is closed, and the brake calipers grip the track under the action of spring force; when the trailer is running normally, the solenoid valve is energized and opened, and hydraulic oil enters the brake caliper cylinder, causing the brake calipers to release the track.

[0012] As an improvement to the present invention, a method for operating a hydraulic braking system for a rail trailer is also provided, applied to the hydraulic braking system for a rail trailer described above, the method comprising the following steps: Step 1: The position monitoring module of the hydraulic braking system monitors the trailer position and trailer speed, and generates a first-level braking signal, a second-level braking signal, or a third-level braking signal based on different trailer positions and trailer speeds; Step 2: The central processing module of the hydraulic braking system monitors the braking signal generated by the position sensing module in real time, generates different braking commands based on different braking signals, and sends them to the command execution module of the hydraulic braking system. Step 3: The instruction execution module performs the corresponding braking operation according to the received braking instruction.

[0013] As an improvement of the present invention, in step 1, the specific process of generating the first-level braking signal, the second-level braking signal, or the third-level braking signal includes: The first sensor determines whether the trailer simultaneously meets the position threshold S1 and the speed threshold Q1. If so, it generates a first-level braking signal. The second sensor determines whether the trailer simultaneously meets the position threshold S2 and the speed threshold Q2. If so, it generates a secondary braking signal. The third sensor determines whether the trailer simultaneously meets the position threshold S3 and the speed threshold Q3. If so, it generates a three-level braking signal.

[0014] As an improvement of the present invention, in step 2, the central processing module monitors the braking signal generated by the position sensing module in real time, and generates different braking commands based on different braking signals. The specific process includes: The signal monitoring unit in the central processing module receives braking signals from the position sensing module in real time; The signal monitoring unit identifies and classifies the received braking signals to determine whether they belong to a first-level braking signal, a second-level braking signal, or a third-level braking signal. Based on the judgment result of the signal monitoring unit, the instruction generation unit executes the following logic: If the braking signal is a first-level braking signal, a first-level braking command is generated and sent to the motor drive unit in the command execution module; If the braking signal is a secondary braking signal, a secondary braking command is generated and sent to the motor drive unit and hydraulic braking unit in the command execution module; If the braking signal is a level 3 braking signal, a level 3 braking command is generated and sent to the motor drive unit, hydraulic braking unit, and hydraulic buffer unit in the command execution module.

[0015] As an improvement of the present invention, in step 3, the instruction execution module performs a corresponding braking operation according to the received braking instruction, specifically including: If a first-level braking command is received, the motor drive unit changes the phase sequence of the current output to the drive motor, causing the motor to enter a reverse braking state and generate reverse torque to perform a reverse braking operation on the trailer. If a secondary braking command is received, the motor drive unit continues to perform reverse braking operation. At the same time, the solenoid valve in the hydraulic braking unit is energized and opened, and hydraulic oil enters the brake caliper cylinder, causing the brake caliper to clamp the rail to perform hydraulic rail-holding braking operation. If a level 3 braking command is received, the motor drive unit and the hydraulic braking unit continue to perform reverse braking and rail-holding braking operations, respectively. At the same time, the hydraulic buffer unit absorbs the remaining kinetic energy through hydraulic damping when the trailer slides to the end of the track due to inertia.

[0016] Compared with the prior art, the present invention has the following beneficial effects: 1. The system of the present invention uses three sensors (first, second and third sensors) arranged along the track to determine the risk level in real time based on the trailer position and speed, and sequentially triggers a progressive response mechanism of first-level electric braking, second-level electro-hydraulic combined braking and third-level electro-hydraulic-buffered coordinated braking; this design realizes intelligent matching and progressive superposition of braking force, which not only avoids braking overshoot or undershoot, but also significantly enhances the safety redundancy and intervention effectiveness of the system under complex working conditions. 2. The central processing module automatically generates graded braking commands based on sensor signals to complete intelligent active control; at the same time, the hydraulic braking unit uses normally closed solenoid valves directly connected in series with the main power circuit to form a hardware-level safety logic of "unlocking when powered on and braking when powered off". Once the system is powered off, the solenoid valves are instantly reset and the brake calipers automatically grip the rail. Without relying on any software commands, it achieves the highest priority intrinsically safe braking with millisecond-level response, fundamentally eliminating the risk of control system failure. 3. The hydraulic braking unit integrates a hydraulic pump station, redundant accumulator group, normally closed valve and multiple brake calipers. The accumulators are connected in parallel in a "one for use and one for standby" manner and are equipped with independent isolation valves, which supports online maintenance and uninterrupted pressure supply, further improving the inherent reliability, availability and maintenance convenience of the system. 4. After the electro-hydraulic combined braking significantly reduces speed, the hydraulic buffer unit at the end of the track converts the remaining kinetic energy into heat energy through the principle of hydraulic resistance energy dissipation, so that the trailer decelerates steadily to a smooth stop, effectively avoiding equipment damage and impact load caused by rigid collisions, extending equipment life and ensuring operational safety. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the system of the present invention; Figure 2This is a flowchart illustrating the working method of the system of the present invention. Detailed Implementation

[0018] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments: like Figure 1 As shown, this invention provides a hydraulic braking system for a rail trailer. The system includes a position sensing module, a central processing module, and a command execution module, wherein the position sensing module, the central processing module, and the command execution module are sequentially and communicatively connected. The position sensing module is used to sense the trailer's position and speed in real time and generate braking signals of different levels. The central processing module is used to monitor the braking signals and generate braking commands of different levels based on the different levels of braking signals, which are then transmitted to the command execution module. The command execution module executes corresponding braking operations based on the different levels of braking commands.

[0019] In an embodiment of the present invention, the position sensing module includes a sensing unit and an emergency stop unit.

[0020] The sensing unit includes multiple sensors, categorized as a first sensor, a second sensor, and a third sensor. Each sensor is configured with different position and velocity thresholds: the first sensor has a preset position threshold S1 and a preset velocity threshold Q1; the second sensor has preset position threshold S2 and a preset velocity threshold Q2; and the third sensor has preset position threshold S3 and a preset velocity threshold Q3. Q1 ≤ Q2 ≤ Q3, allowing for higher sensitivity monitoring of the trailer speed at the third sensor located at the very end of the track.

[0021] The first, second, and third sensors are arranged at intervals along the track, and generate primary braking signals, secondary braking signals, and secondary braking signals respectively based on the sensing of the trailer's position and speed.

[0022] The sensing unit detects whether the trailer is in a danger zone based on whether the trailer has reached the sensor's position threshold and speed threshold. For example, if the sensor is a second sensor, the position threshold S2 is 5m, and the speed threshold Q2 is 30km / h, if the trailer reaches a position point 5m away from the second sensor and its current speed is greater than 30km / h, a secondary braking signal is generated and sent to the central processing module for processing.

[0023] In the position sensing module, the emergency stop unit is connected to the second and third sensors and is used to initiate an emergency stop operation when the second sensor generates a level 2 braking signal and / or the third sensor generates a level 3 braking signal.

[0024] The central processing module includes a signal monitoring unit and an instruction generation unit. The signal monitoring unit is connected to the first sensor, the second sensor and the third sensor, and is used to monitor the first-level braking signal, the second-level braking signal and the third-level braking signal generated by the first sensor, the second sensor and the third sensor in real time, and forward all the monitored signals to the instruction generation unit. The command generation unit is communicatively connected to the signal monitoring unit and is used to generate first-level braking commands based on first-level braking signals, second-level braking commands based on second-level braking signals, and third-level braking commands based on third-level braking signals. Specifically, the command generation unit sends the generated first-level braking command to the motor drive unit of the command execution module, instructing the motor drive unit to perform a reverse braking operation on the trailer. The command generation unit sends the generated second-level braking command to the motor drive unit and hydraulic braking unit of the command execution module, instructing the motor drive unit to perform a reverse braking operation on the trailer in conjunction with the hydraulic braking unit to perform a rail-holding braking operation. The command generation unit sends the generated third-level braking command to the motor drive unit, hydraulic braking unit, and hydraulic buffer unit of the command execution module, instructing the motor drive unit to perform a reverse braking operation on the trailer in conjunction with the hydraulic braking unit to perform a rail-holding braking operation, and simultaneously instructing the hydraulic buffer unit to perform a hydraulic buffering operation.

[0025] The instruction execution module includes a motor drive unit, a hydraulic braking unit, and a hydraulic buffer unit; Upon receiving a primary braking command, the motor drive unit, through electrical control, changes the phase sequence of the current output to the drive motor, causing the motor to enter a reverse braking state and generate a strong reverse torque to rapidly decelerate the trailer. This is a fast and effective active electric braking method that can reduce vehicle speed electrically before hydraulic mechanical braking intervenes, serving as a primary safety braking measure.

[0026] After the motor drive unit and the hydraulic braking unit receive the secondary braking command together, it indicates that the trailer has not stopped or has not dropped to a safe speed within the second sensor position threshold after the execution of the primary braking command. The motor drive unit needs to perform the reverse braking operation again. At the same time, it sends an energizing command to the solenoid valve of the hydraulic braking unit, so that the brake caliper clamps the rail with all its might to perform the rail-holding braking operation, thereby generating a huge friction braking force.

[0027] More specifically, the hydraulic braking unit includes a hydraulic station, a normally closed two-position two-way solenoid valve, and at least four brake calipers. The brake calipers are symmetrically mounted on both sides of the trailer underframe, with the caliper jaws aligned with the waist of the rail. When not energized or receiving a secondary braking command, the solenoid valve is closed, and the brake calipers remain in a clamped state under spring force (braking at this time). When the trailer is running normally, the solenoid valve is energized and opens, allowing hydraulic oil to enter the cylinder and generate pulling force, causing the brake calipers to release from the rail. The hydraulic braking unit also includes a parallel redundant accumulator group, which is connected to the system's main pressure pipeline via a high-pressure isolating ball valve. The hydraulic braking unit also has a power-off self-locking function; when the system is powered off, the solenoid valve de-energizes and resets, cutting off the oil supply and releasing pressure, causing the brake calipers to automatically clamp onto the rail under spring force.

[0028] The hydraulic buffer unit is typically installed at the end of the track or at a location where the trailer may collide. It is used to absorb the remaining kinetic energy of the trailer in the event of a collision, thus avoiding a rigid collision and serving as a last resort of physical protection.

[0029] Based on the hydraulic braking system for rail trailers described above, the present invention also provides a method for operating the hydraulic braking system for rail trailers, such as... Figure 2 As shown, the method includes the following steps: Step 1: The position monitoring module of the hydraulic braking system monitors the trailer position and trailer speed, and generates a first-level braking signal, a second-level braking signal, or a third-level braking signal based on different trailer positions and trailer speeds.

[0030] Specifically, this step includes: The first sensor in the sensing unit of the position monitoring module monitors in real time whether the trailer has reached the preset position threshold S1 and determines whether the trailer speed exceeds the preset speed threshold Q1. If both conditions are met, a first-level braking signal is generated.

[0031] The second sensor in the sensing unit of the position monitoring module monitors in real time whether the trailer has reached the preset position threshold S2 and determines whether the trailer speed exceeds the preset speed threshold Q2. If both conditions are met simultaneously, a secondary braking signal is generated.

[0032] The third sensor in the sensing unit of the position monitoring module monitors in real time whether the trailer has reached the preset position threshold S3 and determines whether the trailer speed exceeds the preset speed threshold Q3. If both conditions are met, a three-level braking signal is generated.

[0033] The emergency stop unit in the position monitoring module directly initiates an emergency stop operation when it receives a secondary or tertiary braking signal from the sensing unit.

[0034] Step 2: The central processing module of the hydraulic braking system monitors the braking signal generated by the position sensing module in real time, generates different braking commands based on different braking signals, and sends them to the command execution module of the hydraulic braking system.

[0035] Specifically, this step includes: The signal monitoring unit in the central processing module monitors the braking signal from the sensing unit in real time and determines whether the braking signal is a first-level, second-level, or third-level braking signal. If the braking signal is a first-level braking signal, the signal monitoring unit will send the first-level braking signal to the instruction generation module of the central processing module. If the braking signal is a secondary braking signal, the signal monitoring unit will send the secondary braking signal to the instruction generation module of the central processing module; If the braking signal is a level 3 braking signal, the signal monitoring unit will send the level 3 braking signal to the instruction generation module of the central processing module.

[0036] The instruction generation unit performs the following steps based on the level of the received braking signal: If a first-level braking signal is received, a first-level braking command is generated and sent to the motor drive unit of the command execution module; If a secondary braking signal or an emergency stop unit trigger signal is received, a secondary braking command is generated and sent to the motor drive unit and the hydraulic braking unit. If a level 3 braking signal is received, a level 3 braking command is generated and sent to the motor drive unit, hydraulic braking unit, and hydraulic buffer unit.

[0037] Step 3: The instruction execution module performs the corresponding braking operation according to the received braking instruction.

[0038] Specifically, this step includes: Determine the type of the received braking command and execute the corresponding operation: If the motor drive unit of the instruction execution module receives a first-level braking command: The motor drive unit changes the phase sequence of the current output to the drive motor, causing the motor to enter a reverse braking state, generating reverse torque to quickly decelerate the trailer.

[0039] If a secondary braking command is received: The motor drive unit continues to perform reverse braking operation.

[0040] At the same time, the solenoid valve of the hydraulic braking unit is energized and opens, allowing hydraulic oil to enter the brake caliper cylinder, overcoming the spring force, causing the brake caliper to clamp the rail, and performing rail-holding braking to achieve a combined braking effect.

[0041] If a Level 3 braking command is received: The motor drive unit and the hydraulic braking unit continue to perform the aforementioned reverse braking and rail-holding braking operations.

[0042] At the same time, the system triggers the hydraulic buffer unit. When the trailer continues to slide to the end of the track due to inertia, the hydraulic buffer absorbs the remaining kinetic energy through damping and throttling, so that the trailer stops smoothly.

[0043] In an embodiment of the present invention, if a power failure occurs at any time, the solenoid valve of the hydraulic braking unit is de-energized and reset, immediately cutting off the oil supply and releasing pressure. The brake caliper automatically engages the rail under the action of the spring, thus achieving power failure self-locking protection.

[0044] The method of the present invention further includes performing a reset and recovery operation after the braking operation is completed.

[0045] Specifically, after the danger has passed, power is restored to the system, and the alarm status is cleared via a reset operation. At this point, the central processing module re-outputs control signals, the solenoid valves are energized, the brake calipers are released, and the hydraulic station pressurizes to the set value. The trailer is moved back to a safe area, and the system returns to standby mode, ready for the next operation.

[0046] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any other way. Any modifications or equivalent changes made based on the technical essence of the present invention shall still fall within the scope of protection claimed by the present invention.

Claims

1. A hydraulic braking system for a railcar, characterized in that, include: The position sensing module is used to sense the trailer's position and speed in real time and generate different levels of braking signals; The central processing module is communicatively connected to the position sensing module and is used to monitor the different levels of braking signals and generate different levels of braking commands based on the different levels of braking signals. The instruction execution module is communicatively connected to the central processing module and is used to execute corresponding braking operations based on different levels of braking instructions.

2. The hydraulic braking system for a railcar according to claim 1, characterized in that, The position sensing module includes a sensing unit and an emergency stop unit; wherein: The sensing unit includes a first sensor, a second sensor, and a third sensor, each preset with a corresponding position threshold S1 and velocity threshold Q1, a position threshold S2 and velocity threshold Q2, and a position threshold S2 and velocity threshold Q2; wherein, Q1≤Q2≤Q3; The first sensor, the second sensor, and the third sensor are used to generate a first-level braking signal, a second-level braking signal, and a third-level braking signal, respectively. The emergency stop unit is communicatively connected to the second and third sensors and is used to initiate an emergency stop operation when a secondary or tertiary braking signal is received.

3. The hydraulic braking system for a railcar according to claim 2, characterized in that, The central processing module includes a signal monitoring unit and an instruction generation unit; the signal monitoring unit is communicatively connected to both the sensing unit and the instruction generation unit. The signal monitoring unit is used to monitor the first-level braking signal, the second-level braking signal and the third-level braking signal, and forward all monitored signals to the instruction generation unit; The instruction generation unit is used to generate corresponding first-level braking instructions, second-level braking instructions, or third-level braking instructions according to the level of the braking signal and send them to the instruction execution module.

4. The hydraulic braking system for a railcar according to claim 3, characterized in that, The instruction execution module includes a motor drive unit, a hydraulic braking unit, and a hydraulic buffer unit, which are communicatively connected to the instruction generation unit and receive different braking commands; wherein, The first-level braking command is used to instruct the motor drive unit to perform a reverse braking operation; The secondary braking command is used to instruct the motor drive unit to perform a reverse braking operation and the hydraulic braking unit to perform a rail-holding braking operation in combination. The three-level braking command is used to instruct the motor drive unit to perform reverse braking operation, the hydraulic braking unit to perform rail-holding braking, and the hydraulic buffer unit to perform hydraulic buffering operation.

5. The hydraulic braking system for a railcar according to claim 4, characterized in that, When the motor drive unit receives a first-level braking command, it changes the phase sequence of the current output to the drive motor, causing the motor to enter a reverse braking state and generate reverse torque to reduce the trailer speed.

6. The hydraulic braking system for a railcar according to claim 4, characterized in that, The hydraulic braking unit includes a hydraulic station, a normally closed two-position two-way solenoid valve, and at least four brake calipers. The brake calipers are symmetrically mounted on both sides of the trailer chassis, with the caliper jaws aligned with the waist of the rail. When not energized or when a secondary braking command is received, the solenoid valve is closed, and the brake calipers grip the rail under the action of spring force. When the trailer is running normally, the solenoid valve is energized and opened, and hydraulic oil enters the brake caliper cylinder, causing the brake calipers to release the rail.

7. A method of operating a hydraulic braking system for a rail trailer, applied to a hydraulic braking system for a rail trailer according to any one of claims 1 to 6, characterized in that, The method includes the following steps: Step 1: The position monitoring module of the hydraulic braking system monitors the trailer position and trailer speed, and generates a first-level braking signal, a second-level braking signal, or a third-level braking signal based on different trailer positions and trailer speeds; Step 2: The central processing module of the hydraulic braking system monitors the braking signal generated by the position sensing module in real time, generates different braking commands based on different braking signals, and sends them to the command execution module of the hydraulic braking system. Step 3: The instruction execution module performs the corresponding braking operation according to the received braking instruction.

8. The method of operating the hydraulic braking system for a railcar according to claim 7, characterized in that, In step 1, the specific process of generating a first-level braking signal, a second-level braking signal, or a third-level braking signal includes: The first sensor determines whether the trailer simultaneously meets the position threshold S1 and the speed threshold Q1. If so, it generates a first-level braking signal. The second sensor determines whether the trailer simultaneously meets the position threshold S2 and the speed threshold Q2. If so, it generates a secondary braking signal. The third sensor determines whether the trailer simultaneously meets the position threshold S3 and the speed threshold Q3. If so, it generates a three-level braking signal.

9. The method of operating the hydraulic braking system for a railcar according to claim 8, characterized in that, In step 2, the central processing module monitors the braking signals generated by the position sensing module in real time and generates different braking commands based on different braking signals. The specific process includes: The signal monitoring unit in the central processing module receives braking signals from the position sensing module in real time; The signal monitoring unit identifies and classifies the received braking signals to determine whether they belong to a first-level braking signal, a second-level braking signal, or a third-level braking signal. Based on the judgment result of the signal monitoring unit, the instruction generation unit executes the following logic: If the braking signal is a first-level braking signal, a first-level braking command is generated and sent to the motor drive unit in the command execution module; If the braking signal is a secondary braking signal, a secondary braking command is generated and sent to the motor drive unit and hydraulic braking unit in the command execution module; If the braking signal is a level 3 braking signal, a level 3 braking command is generated and sent to the motor drive unit, hydraulic braking unit, and hydraulic buffer unit in the command execution module.

10. The method of operating the hydraulic braking system for a railcar according to claim 9, characterized in that, In step 3, the instruction execution module performs the corresponding braking operation according to the received braking instruction, specifically including: If a first-level braking command is received, the motor drive unit changes the phase sequence of the current output to the drive motor, causing the motor to enter a reverse braking state and generate reverse torque to perform a reverse braking operation on the trailer. If a secondary braking command is received, the motor drive unit continues to perform reverse braking operation. At the same time, the solenoid valve in the hydraulic braking unit is energized and opened, and hydraulic oil enters the brake caliper cylinder, causing the brake caliper to clamp the rail to perform hydraulic rail-holding braking operation. If a level 3 braking command is received, the motor drive unit and the hydraulic braking unit continue to perform reverse braking and rail-holding braking operations, respectively. At the same time, the hydraulic buffer unit absorbs the remaining kinetic energy through hydraulic damping when the trailer slides to the end of the track due to inertia.

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