Anti-skid monitoring system and monitoring method for train frame control braking system

Abstract

The present invention is an anti-skid monitoring system and monitoring method for a train frame control braking system, the anti-skid monitoring system for a train frame control braking system comprises a first control module for anti-skid control of a vehicle and a second control module for conventional braking control of a vehicle; the first control module can control the on-off state of a solenoid valve; the second control module monitors the control signal sent by the first control module, cuts off the control signal after the control signal exceeds a preset time, and the second control module controls the on-off state of the solenoid valve, the first control module and the second control module both monitor the state of the solenoid valve, and the first control module performs self-monitoring to control the output signal. The present invention not only realizes independent monitoring protection, but also realizes monitoring of both the pressure holding timeout and the exhaust timeout during anti-skid control.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation, and in particular to an anti-skid monitoring system and a monitoring method for a train frame control braking system. Background Art

[0002] In rail transit, especially urban rail transit and urban / inter-city rail transit braking systems, the application of frame control braking systems is becoming more and more widespread. Frame control braking systems generally adopt digital / analog electro-pneumatic braking methods, integrating common braking, emergency braking, anti-skid control and brake management functions into one unit. The brake control unit is installed near the vehicle bogie, and the braking control is implemented on each bogie as a unit.

[0003] The pneumatic brake control unit (PBCU) of the frame control braking control system is different from the vehicle control braking system. The vehicle control braking system is equipped with an independent anti-skid valve, while the frame control braking system uses the same set of valves for the actuators that realize the functions of normal braking, emergency braking and anti-skid control. In order to make full use of the adhesion characteristics of the wheel and rail, and to avoid the loss of braking force for a long time and extend the braking distance, the exhaust timeout and pressure holding timeout of the anti-skid control output need to be independently monitored in the frame control braking system, but the existing frame control braking system does not have the function of separately monitoring the exhaust solenoid valve and pressure holding solenoid valve of the vehicle.

[0004] Therefore, the inventor, relying on his many years of experience and practice in related industries, proposes an anti-skid monitoring system and a monitoring method for a train frame control braking system to overcome the defects of the prior art. Summary of the invention

[0005] The purpose of the present invention is to provide an anti-skid monitoring system and a monitoring method for a train frame control braking system, which can realize independent monitoring and protection of the exhaust timeout and pressure holding timeout states during anti-skid control without changing the overall structure of the frame control braking system, thereby improving the braking safety of the vehicle.

[0006] The purpose of the present invention can be achieved by adopting the following scheme:

[0007] The present invention provides an anti-skid monitoring system for a train frame control braking system, which is used to control the on-off state of a solenoid valve in the frame control braking system. The anti-skid monitoring system for the train frame control braking system includes a first control module for anti-skid control of the vehicle and a second control module for conventional braking control of the vehicle;

[0008] The control signal output end of the first control module is connected to the control end of the solenoid valve to control the on / off state of the solenoid valve;

[0009] The monitoring signal receiving end of the second control module is connected to the control signal output end of the first control module, and the control signal output end of the second control module is connected to the control end of the solenoid valve. The second control module monitors the control signal sent by the first control module, cuts off the control signal after the control signal exceeds a preset time, and the second control module controls the on and off state of the solenoid valve.

[0010] In a preferred embodiment of the present invention, there are multiple solenoid valves, and each of the solenoid valves is in a pressure maintaining state or an exhaust state.

[0011] In a preferred embodiment of the present invention, the anti-skid monitoring system for a train frame control braking system also includes a driving module for driving the solenoid valve, the control signal output end of the driving module is connected to the control end of the solenoid valve, and the control signal output end of the first control module and the control signal output end of the second control module are respectively connected to the control end of the driving module through a first logic judgment module to control the on / off state of the solenoid valve.

[0012] In a preferred embodiment of the present invention, the first logic judgment module is an OR gate circuit.

[0013] In a preferred embodiment of the present invention, a first photoelectric isolation module is provided between the first control module and the first logic judgment module, and the second control module monitors a control signal sent by the first control module located between the first photoelectric isolation module and the first logic judgment module.

[0014] In a preferred embodiment of the present invention, the control signal output end of the second control module is connected to the control end of the first photoelectric isolation module to control the first photoelectric isolation module to cut off the control signal of the first control module to the solenoid valve.

[0015] In a preferred embodiment of the present invention, a second photoelectric isolation module is provided between the driving module and the first logic judgment module.

[0016] In a preferred embodiment of the present invention, the control signal output terminal of the first control module is connected to the control terminal of the drive module through the second logic judgment module, so as to control the power supply and drive reset of the solenoid valve through the drive module.

[0017] In a preferred embodiment of the present invention, the second logic judgment module is an AND-OR gate circuit.

[0018] In a preferred embodiment of the present invention, the control signal output terminal of the second control module is connected to the control terminal of the drive module through the third logic judgment module, so as to control the power supply and drive reset of the solenoid valve through the drive module.

[0019] In a preferred embodiment of the present invention, the third logic judgment module is a NOR gate circuit.

[0020] In a preferred embodiment of the present invention, the monitoring signal receiving end of the second control module is connected to the control signal output end of the driving module, and the second control module receives the control signal output by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

[0021] In a preferred embodiment of the present invention, the monitoring signal receiving end of the first control module is connected to the control signal output end of the driving module, and the first control module receives the control signal output by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

[0022] The present invention provides an anti-skid monitoring method for a train frame control braking system, which performs anti-skid control on a vehicle through a first control module and performs conventional braking control on the vehicle through a second control module. The method comprises the following steps:

[0023] The first control module controls the on-off state of the solenoid valve in the frame control braking system, and the second control module monitors the actual duration of the first control module continuously sending the control signal;

[0024] Comparing the actual duration with a preset duration;

[0025] If the actual duration is greater than the preset duration, the second control module cuts off the control signal sent by the first control module, and the second control module controls the on-off state of the solenoid valve.

[0026] In a preferred embodiment of the present invention, while the second control module monitors the actual duration of the first control module continuously sending the control signal, the second control module directly collects the control signal sent by the first control module.

[0027] In a preferred embodiment of the present invention, the second control module monitors the actual duration that the first control module continuously sends the control signal, and the second control module collects the control signal sent by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

[0028] Alternatively, the second control module collects a control signal sent by the driving module to the solenoid valve.

[0029] In a preferred embodiment of the present invention, during the process in which the first control module controls the on-off state of the solenoid valve in the rack control braking system,

[0030] The first control module monitors the actual duration of the control signal continuously sent by itself;

[0031] Comparing the actual duration with a preset duration;

[0032] If the actual duration is greater than the preset duration, the control signal sent by the first control module is disabled.

[0033] In a preferred embodiment of the present invention, when the first control module monitors the actual duration of the control signal continuously sent by itself, the first control module directly collects the control signal sent by itself.

[0034] In a preferred embodiment of the present invention, the first control module monitors the actual duration of the control signal continuously sent by itself, and the first control module collects the control signal sent by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

[0035] As described above, the anti-skid monitoring system and monitoring method for a train frame control braking system of the present invention have the following characteristics and advantages: the control signal output end of the first control module is respectively connected to the control end of the solenoid valve. Under normal conditions, the on-off state of the solenoid valve can be controlled by the first control module. Since the control objects of the anti-skid control and the conventional braking control are the same group of solenoid valves, when the monitoring module is used to monitor the vehicle in the anti-skid state, it is impossible to confirm whether the pressure holding state is output by the conventional braking control or the anti-skid control. However, the present invention can confirm whether the pressure holding state is output by the conventional braking control or the anti-skid control. By setting the control signal output end of the second control module to be connected to the control end of the solenoid valve, and the second control module monitors the control signal sent by the first control module, if it is detected that the control signal sent by the first control module exceeds the preset time, the control signal sent by the first control module can be intercepted by the second control module, and the on-off state of the solenoid valve can be controlled by the second control module. Since the second control module performs conventional braking control on the vehicle, it can realize independent monitoring and protection of different solenoid valves during conventional braking control, thereby improving the braking safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The following drawings are intended only to illustrate and explain the present invention, and are not intended to limit the scope of the present invention.

[0037] Figure 1 : This is one of the structural block diagrams of the anti-skid monitoring system for the train frame control braking system of the present invention.

[0038] Figure 2 : This is the second structural block diagram of the anti-skid monitoring system for the train frame control braking system of the present invention.

[0039] Figure 3 :The circuit structure of the anti-skid monitoring system for the train frame control braking system of the present invention Figure 1 .

[0040] Figure 4 :The circuit structure of the anti-skid monitoring system for the train frame control braking system of the present invention Figure 2 .

[0041] Figure 5 :It is one of the flow charts of the anti-skid monitoring method for the train frame control braking system of the present invention.

[0042] Figure 6 : This is the second flow chart of the anti-skid monitoring method for a train frame control braking system of the present invention.

[0043] The accompanying drawings in the present invention are:

[0044] 1. A first control module; 2. A second control module;

[0045] 3. Solenoid valve; 4. Drive module;

[0046] 5. A first logic judgment module; 6. A first photoelectric isolation module;

[0047] 7. The second photoelectric isolation module; 8. The second logic judgment module;

[0048] 9. The third logic judgment module. DETAILED DESCRIPTION

[0049] In order to have a clearer understanding of the technical features, purposes and effects of the present invention, specific embodiments of the present invention are now described with reference to the accompanying drawings.

[0050] Implementation Method 1

[0051] like Figures 1 to 4As shown, the present invention provides an anti-skid monitoring system for a train frame control braking system, which is used to control the on-off state of the solenoid valve 3 in the frame control braking system. The anti-skid monitoring system for the train frame control braking system includes a first control module 1 for anti-skid control of the vehicle and a second control module 2 for conventional braking control of the vehicle; the control signal output end of the first control module 1 is connected to the control end of the solenoid valve 3, and the on-off state of the solenoid valve 3 can be controlled by the first control module 1; the monitoring signal receiving end of the second control module 2 is connected to the control signal output end of the first control module 1, and the control signal output end of the second control module 2 is connected to the control end of the solenoid valve 3, and the control signal sent by the first control module 1 can be monitored by the second control module 2. After the control signal exceeds the preset time, the control signal sent by the first control module 1 to the solenoid valve 3 can be intercepted by the second control module 2, and the on-off state of the solenoid valve 3 is controlled by the second control module 2.

[0052] In the present invention, under normal conditions, the on-off state of the solenoid valve 3 can be controlled by the first control module 1. However, since the control objects of the anti-skid control and the conventional brake control are the same group of solenoid valves, when the monitoring module is used to monitor the vehicle in the anti-skid state, it is impossible to confirm whether the pressure holding state is output by the conventional brake control or the anti-skid control. The present invention can confirm whether the pressure holding state is output by the conventional brake control or the anti-skid control. The control signal output end of the second control module 2 is connected to the control end of the solenoid valve 3, and the second control module 2 monitors the control signal sent by the first control module 1. If it is detected that the control signal sent by the first control module 1 exceeds the preset time, the control signal sent by the first control module 1 can be intercepted by the second control module 2, and the on-off state of the solenoid valve 3 is controlled by the second control module 2. Since the second control module 2 is a module for conventional brake control of the vehicle, it can realize independent monitoring and protection of different solenoid valves 3 during conventional brake control, thereby improving the braking safety of the vehicle.

[0053] In the present invention, the first control module 1 and the second control module 2 are two independent micro control units (MCUs), and the two micro control units respectively realize anti-skid control (WSP) and conventional braking (EPC) control of the vehicle. The control signal of the solenoid valve 3 can be a current signal sent by the first control module 1 and the second control module 2 to drive the solenoid valve 3 to operate.

[0054] Further, there are multiple solenoid valves 3, each of which is respectively arranged in the rack control braking system, and each of which is in a pressure maintaining state or an exhaust state. Since the structure of the solenoid valve 3 and the connection relationship between the solenoid valve 3 and the rack control braking system are both prior art, they are not specifically described and limited in the present invention. Among them, the solenoid valve 3 is a solenoid valve.

[0055] In an optional embodiment of the present invention, Figure 2 , Figure 3 As shown, the anti-skid monitoring system for the train frame control braking system also includes a driving module 4 for driving the solenoid valve 3 to operate. The control signal output end of the driving module 4 is connected to the control end of the solenoid valve 3. The control signal output end of the first control module 1 and the control signal output end of the second control module 2 are respectively connected to the control end of the driving module 4 through the first logic judgment module 5. The driving module 4 can supply power to the solenoid valve 3 and drive the solenoid valve 3 to operate, so as to control the on and off state of the solenoid valve 3.

[0056] Furthermore, the driving module 4 may adopt, but is not limited to, a solenoid valve driving chip.

[0057] Further, such as Figure 2 , Figure 3 As shown, the first logic judgment module 5 is an OR gate circuit. When controlling each solenoid valve 3, as long as one of the first control module 1 and the second control module 2 sends a control signal to it, the first logic judgment module 5 judges it as a high level, and the solenoid valve 3 can be powered.

[0058] Specifically, Figure 3 , Figure 4 As shown, WSP_HVC1: the control signal of the solenoid valve 3 in the pressure-maintaining state under the control of the first control module 1, 1 means the solenoid valve 3 is energized, and 0 means the solenoid valve 3 is de-energized; WSP_RVC1: the control signal of the solenoid valve 3 in the exhaust state under the control of the first control module 1, 1 means the solenoid valve 3 is energized, and 0 means the solenoid valve 3 is de-energized; WSP_HVC2: the control signal of the solenoid valve 3 in the pressure-maintaining state under the control of the first control module 1, 1 means the solenoid valve 3 is energized, and 0 means the solenoid valve 3 is de-energized; WSP_RVC2: the control signal of the solenoid valve 3 in the exhaust state under the control of the first control module 1, 1 means the solenoid valve 3 is energized, and 0 means the solenoid valve 3 is de-energized. Among them, the EPC_WM signal output by the second control module 2 is normally at a low level, and when the solenoid valve 3 is monitored to be de-energized during pressure maintenance, it turns to a high level (set to 1).

[0059] Specifically, Figure 3 As shown, EPC_MON_EN: the first control signal sent by the second control module 2 is used to control the drive module 4 to disconnect the power supply of the solenoid valve 3; / EPC_MON_EN: the second control signal sent by the second control module 2 is used to cut off the control signal sent by the first control module 1 to the solenoid valve 3.

[0060] In an optional embodiment of the present invention, Figure 3As shown, a first photoelectric isolation module 6 is arranged between the first control module 1 and the first logic judgment module 5. The second control module 2 monitors the control signal emitted by the first control module 1 located between the first photoelectric isolation module 6 and the first logic judgment module 5, and suppresses noise and eliminates interference through the first photoelectric isolation module 6.

[0061] Furthermore, the first photoelectric isolation module 6 adopts but is not limited to a photoelectric isolation chip.

[0062] Specifically, Figure 3 As shown, the control signal output end of the second control module 2 is connected to the control end of the first photoelectric isolation module 6 to control the first photoelectric isolation module 6 to cut off the control signal of the first control module 1 to the solenoid valve 3 .

[0063] In an optional embodiment of the present invention, Figure 3 As shown, a second photoelectric isolation module 7 is provided between the driving module 4 and the first logic judgment module 5 , and the second photoelectric isolation module 7 plays a role in suppressing noise and eliminating interference.

[0064] Furthermore, the second photoelectric isolation module 7 adopts but is not limited to a photoelectric isolation chip.

[0065] In an optional embodiment of the present invention, Figure 2 , Figure 3 As shown, the control signal output end of the first control module 1 is connected to the control end of the drive module 4 through the second logic judgment module 8, so as to control the power supply and drive reset of the solenoid valve 3 through the drive module 4.

[0066] Furthermore, the second logic judgment module 8 may be an AND-OR gate circuit.

[0067] In an optional embodiment of the present invention, Figure 2 , Figure 3 As shown, the control signal output terminal of the second control module 2 is connected to the control terminal of the drive module 4 through the third logic judgment module 9, so that the drive module 4 controls the power supply of the solenoid valve 3 and controls the drive reset at the same time.

[0068] Furthermore, the third logic judgment module 9 may be a NOR gate circuit.

[0069] In an optional embodiment of the present invention, Figure 2 , Figure 3 As shown, the monitoring signal receiving end of the second control module 2 is connected to the control signal output end of the driving module 4, and the second control module 2 receives the control signal output by the driving module 4 to the solenoid valve 3, so that the state of the solenoid valve 3 can be directly monitored through the second control module 2.

[0070] In an optional embodiment of the present invention, Figure 2 , Figure 3 As shown, the monitoring signal receiving end of the first control module 1 is connected to the control signal output end of the driving module 4, and the first control module 1 receives the control signal output by the driving module 4 to the solenoid valve 3, so that the state of the solenoid valve 3 can be directly monitored through the first control module 1. In addition, the first control module 1 can achieve the purpose of self-monitoring by monitoring the control signal continuously sent by itself. If the requirements are not met, the first control module 1 can automatically cut off the control signal sent, and the second control module 2 can control the solenoid valve 3.

[0071] During the working process of the present invention, after the first control module 1 is activated, the solenoid valve 3 as the control object is controlled by the first control module 1, and the second control module 2 monitors the control signal output by the first control module 1 to the solenoid valve 3; when the control signal output is monitored, the second control module 2 disconnects the control signal output by the first control module 1 to the solenoid valve 3, and at the same time, the second control module 2 cuts off the power supply to the solenoid valve 3 and resets the driving chip, thereby realizing independent monitoring and protection of the state of the anti-skid output signal without affecting the normal control of functions such as common braking and emergency braking, and at the same time avoiding the first control module 1 and the second control module 2 being integrated in a control unit and being unable to distinguish whether the signal is sent under the control state of the first control module 1 or the second control module 2, thereby monitoring the pressure holding timeout during anti-skid control and improving the braking safety of the vehicle.

[0072] The characteristics and advantages of the anti-skid monitoring system for a train frame control braking system of the present invention are:

[0073] The anti-skid monitoring system for the train frame control braking system can, on the basis of not changing the overall structure of the frame control braking system, ensure that the first control module 1 for anti-skid control of the vehicle and the second control module 2 for conventional braking control of the vehicle can achieve their original functions, and further achieve mutual coordination and mutual monitoring between the second control module 2 and the first control module 1. For the vehicle, while achieving anti-skid control, its control output is independently monitored and protected, and independent monitoring and protection of the solenoid valve 3 in the two states of pressure holding timeout and exhaust timeout are achieved, thereby improving the braking safety of the vehicle.

[0074] Implementation Method 2

[0075] like Figure 5 As shown, the present invention provides an anti-skid monitoring method for a train frame control braking system, which performs anti-skid control on a vehicle through a first control module 1 and performs conventional braking control on the vehicle through a second control module 2. The anti-skid monitoring method for a train frame control braking system includes the following steps:

[0076] Step S1: The first control module 1 controls the on-off state of the solenoid valve 3 in the frame control braking system, and the second control module 2 monitors the actual duration of the first control module 1 continuously sending the control signal;

[0077] Furthermore, in step S1 , the second control module 2 may directly collect the control signal sent by the first control module 1 .

[0078] Furthermore, in step S1 , the second control module 2 may collect the control signal sent by the driving module 4 to the solenoid valve 3 to directly monitor the state of the solenoid valve 3 .

[0079] Step S2: Compare the actual duration with the preset duration;

[0080] Step S3: If the actual duration is greater than the preset duration, the second control module 2 cuts off the control signal sent by the first control module 1 , and the second control module 2 controls the on-off state of the solenoid valve 3 .

[0081] In an optional embodiment of the present invention, Figure 6 As shown, step S1 includes:

[0082] Step S101: the first control module 1 monitors the actual duration of the control signal continuously sent by itself;

[0083] Step S102: Compare the actual duration with the preset duration;

[0084] Step S103: If the actual duration is greater than the preset duration, the control signal sent by the first control module 1 is disabled.

[0085] Furthermore, in step S101, the first control module 1 may directly collect the control signal sent by itself.

[0086] Furthermore, in step S101 , the first control module 1 collects the control signal sent by the driving module 4 to the solenoid valve 3 to directly monitor the state of the solenoid valve 3 .

[0087] It can be seen from the above content that the anti-skid monitoring method for the train frame control braking system of the present invention has the functions of two-level self-monitoring and two-level independent monitoring for the timeout protection removal of the first control module 1. Specifically:

[0088] 1. The first control module 1 monitors the actual duration t of the control signal output by itself. If the actual duration t is greater than the preset time t1 (the preset time t1 can be set according to the actual situation), the control signal issued by the first control module 1 is disabled, and the fault information is uploaded to the control center;

[0089] 2. The first control module 1 monitors the control signal output by itself and monitors the actual duration t of the solenoid valve drive signal output by the drive module 4. If the actual duration t is greater than the preset time t2 (the preset time t2 can be set according to the actual situation), the control signal issued by the first control module 1 is disabled, and the fault information is uploaded to the control center;

[0090] 3. The first control module 1 sends a control signal, and the second control module 2 monitors the actual duration t of the control signal sent by the first control module 1. If the actual duration t is greater than the preset time t1 (the preset time t1 can be set according to the actual situation), the second control module 2 controls the first control module 1 to disconnect the output control signal, and the second control module 2 outputs a control signal to keep the solenoid valve 3 in a safe state of air charging, and uploads fault information to the control center;

[0091] 4. The first control module 1 sends a control signal, and at the same time the second control module 2 monitors the actual duration t of the solenoid valve drive signal output by the drive module 4. If the actual duration t is greater than the preset time t2 (the preset time t2 can be set according to actual conditions), the second control module 2 controls the first control module 1 to disconnect the output control signal, and the second control module 2 controls to disconnect the power supply to the solenoid valve 3 and reset the drive module 4, and uploads the fault information to the control center.

[0092] The characteristics and advantages of the anti-skid monitoring method for a train frame control braking system of the present invention are:

[0093] The anti-skid monitoring method for a train frame control braking system is based on an existing frame control braking control method. On the basis of ensuring that the first control module 1 for normal anti-skid control of the vehicle and the second control module 2 for conventional braking control of the vehicle can realize their original functions without changing the original frame control braking control mode, the second control module 2 and the first control module 1 can further cooperate and monitor each other, so that for the vehicle, while realizing anti-skid control, its control output can be independently monitored and protected, and independent monitoring and protection of the solenoid valve 3 in the two states of pressure holding timeout and exhaust timeout can be realized, thereby improving the braking safety of the vehicle.

[0094] The above description is only an illustrative embodiment of the present invention and is not intended to limit the scope of the present invention. Any equivalent changes and modifications made by any person skilled in the art without departing from the concept and principle of the present invention shall fall within the scope of protection of the present invention.

Claims

1. An anti-skid monitoring system for a train frame control braking system, which is used to control the on-off state of the solenoid valve in the frame control braking system, characterized in that: The anti-skid monitoring system for the train frame control braking system comprises a first control module for anti-skid control of the vehicle and a second control module for conventional braking control of the vehicle; The control signal output end of the first control module is connected to the control end of the solenoid valve to control the on / off state of the solenoid valve; The monitoring signal receiving end of the second control module is connected to the control signal output end of the first control module, and the control signal output end of the second control module is connected to the control end of the solenoid valve. The second control module monitors the control signal sent by the first control module, cuts off the control signal after the control signal exceeds a preset time, and the second control module controls the on and off state of the solenoid valve.

2. The anti-skid monitoring system for a train frame control braking system according to claim 1, characterized in that: There are multiple solenoid valves, and each solenoid valve is in a pressure maintaining state or an exhaust state.

3. The anti-skid monitoring system for a train frame control braking system according to claim 1, characterized in that: The anti-skid monitoring system for the train frame control braking system also includes a driving module for driving the solenoid valve. The control signal output end of the driving module is connected to the control end of the solenoid valve. The control signal output end of the first control module and the control signal output end of the second control module are respectively connected to the control end of the driving module through a first logic judgment module to control the on and off state of the solenoid valve.

4. The anti-skid monitoring system for a train frame control braking system according to claim 3, characterized in that: The first logic judgment module is an OR gate circuit.

5. The anti-skid monitoring system for a train frame control braking system according to claim 3, characterized in that: A first photoelectric isolation module is provided between the first control module and the first logic judgment module, and the second control module monitors a control signal sent by the first control module located between the first photoelectric isolation module and the first logic judgment module.

6. The anti-skid monitoring system for a train frame control braking system according to claim 5, characterized in that: The control signal output terminal of the second control module is connected to the control terminal of the first photoelectric isolation module to control the first photoelectric isolation module to cut off the control signal of the first control module to the solenoid valve.

7. The anti-skid monitoring system for a train frame control braking system according to claim 3, characterized in that: A second photoelectric isolation module is provided between the driving module and the first logic judgment module.

8. The anti-skid monitoring system for a train frame control braking system according to claim 3, characterized in that: The control signal output terminal of the first control module is connected to the control terminal of the driving module through the second logic judgment module, so as to control the power supply and driving reset of the solenoid valve through the driving module.

9. The anti-skid monitoring system for a train frame control braking system according to claim 8, characterized in that: The second logic judgment module is an AND-OR gate circuit.

10. The anti-skid monitoring system for a train frame control braking system according to claim 3, characterized in that: The control signal output terminal of the second control module is connected to the control terminal of the driving module through the third logic judgment module, so as to control the power supply and driving reset of the solenoid valve through the driving module.

11. The anti-skid monitoring system for a train frame control braking system according to claim 10, characterized in that: The third logic judgment module is a NOR gate circuit.

12. The anti-skid monitoring system for a train frame control braking system according to claim 3, characterized in that: The monitoring signal receiving end of the second control module is connected to the control signal output end of the driving module, and the second control module receives the control signal output by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

13. The anti-skid monitoring system for a train frame control braking system according to claim 3, characterized in that: The monitoring signal receiving end of the first control module is connected to the control signal output end of the driving module, and the first control module receives the control signal output by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

14. An anti-skid monitoring method for a train frame control braking system, which uses the anti-skid monitoring system for a train frame control braking system according to any one of claims 3 to 13 to perform anti-skid monitoring, the anti-skid monitoring method for a train frame control braking system performs anti-skid control on the vehicle through a first control module, and performs conventional braking control on the vehicle through a second control module, characterized in that: The method comprises the following steps: The first control module controls the on-off state of the solenoid valve in the frame control braking system, and the second control module monitors the actual duration of the first control module continuously sending the control signal; Comparing the actual duration with a preset duration; If the actual duration is greater than the preset duration, the second control module cuts off the control signal sent by the first control module, and the second control module controls the on-off state of the solenoid valve.

15. The anti-skid monitoring method for a train frame control braking system according to claim 14, characterized in that: When the second control module monitors the actual duration of the first control module continuously sending the control signal, the second control module directly collects the control signal sent by the first control module.

16. The anti-skid monitoring method for a train frame control braking system according to claim 14 or 15, characterized in that: When the second control module monitors the actual duration of the first control module continuously sending the control signal, the second control module collects the control signal sent by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

17. The anti-skid monitoring method for a train frame control braking system according to claim 14, characterized in that: During the process in which the first control module controls the on-off state of the solenoid valve in the frame control braking system, The first control module monitors the actual duration of the control signal continuously sent by itself; Comparing the actual duration with a preset duration; If the actual duration is greater than the preset duration, the control signal sent by the first control module is disabled.

18. The anti-skid monitoring method for a train frame control braking system according to claim 17, characterized in that: When the first control module monitors the actual duration of the control signal continuously sent by itself, the first control module directly collects the control signal sent by itself.

19. The anti-skid monitoring method for a train frame control braking system according to claim 17 or 18, characterized in that: When the first control module monitors the actual duration of the control signal continuously sent by itself, the first control module collects the control signal sent by the driving module to the solenoid valve to directly monitor the state of the solenoid valve.

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