System, method and device for monitoring the wear of brake shoes and the sticking of foundation brake devices

Abstract

The application is suitable for the field of railway freight car braking technology, and provides a brake shoe wear amount and basic braking device sticking monitoring system, method and device. The system is arranged on a railway freight car vehicle and comprises a sensor unit and a terminal device. The sensor unit is used for collecting an uplink rod braking tension value, a brake cylinder pressure value and a brake beam displacement value, and transmitting them to the terminal device. The terminal device is used for judging whether the brake shoe needs to be replaced based on the brake beam displacement value and a brake shoe wear amount preset value. If the brake shoe needs to be replaced, brake shoe warning information is sent to an external terminal. The terminal device is also used for judging whether the basic braking device is stuck based on the brake cylinder pressure value, the uplink rod braking tension value and the brake beam displacement value. If the basic braking device is stuck, basic braking device sticking warning information is sent to an external terminal. The monitoring system can prevent brake failure of the brake shoe due to "insufficient repair" through real-time monitoring, ensure driving safety, and avoid material waste caused by "excessive repair".

Description

Technical Field

[0001] This application belongs to the field of railway freight car braking technology, and in particular relates to a monitoring system, method and device for monitoring brake shoe wear and basic braking device jamming. Background Technology

[0002] Railway freight cars are an important component of railway transportation, and their safe operation is a crucial guarantee for the safety and smooth operation of railway transport. In recent years, heavy-haul and high-speed freight cars have become the main development direction of my country's railway freight vehicles, and significant progress has been made. At the same time, with the continuous increase in the operating speed and load of freight cars, the failure rate of freight cars has also gradually increased.

[0003] As we all know, for any vehicle, the braking function and brake release of the braking system are crucial for its safe operation. Among them, the brake shoes, as a key indicator component in the braking system that directly contacts the wheels, are essential for the safe operation of trucks, and the detection of their wear is of paramount importance.

[0004] Currently, there are two main methods for detecting and replacing the wear of railway freight car brake shoes: during section maintenance or factory maintenance, manual inspection is used to replace brake shoes with a friction body thickness of less than 30mm; and during routine inspections, train inspectors replace brake shoes with a friction body thickness of less than 20mm.

[0005] However, the inventors of this application have found that the existing technical solutions for brake shoe detection and replacement have at least the following technical problems: (1) the maximum service life of the brake shoe is not reached, resulting in serious material waste; (2) brake shoes that are already at the wear limit are not detected in time, which poses a safety hazard to the operation of railway freight cars. Summary of the Invention

[0006] To overcome the problems existing in the related technologies, the embodiments of this application provide a monitoring system, method and device for brake shoe wear and basic braking device jamming. This can not only prevent brake failure that may occur due to "insufficient repair" of brake shoes and ensure driving safety, but also avoid serious waste of materials caused by "over-repair".

[0007] This application is achieved through the following technical solution:

[0008] In a first aspect, embodiments of this application provide a monitoring system for brake shoe wear and basic braking device jamming in railway freight cars. This monitoring system is installed on railway freight cars and includes: a sensor unit and a terminal device, electrically connected; the sensor unit includes a tension sensor, a pressure sensor, and multiple displacement sensors; the tension sensor is installed on the upper brake lever to collect the braking tension value acting on the upper brake lever; the pressure sensor is installed on the brake cylinder plug hole to collect the brake cylinder pressure value inside the brake cylinder; each of the multiple displacement sensors is installed at the side frame brake beam groove to collect the vehicle braking action. The sensor unit is used to collect the brake beam displacement value at the time; the sensor unit is used to collect the upper lever brake tension value, brake cylinder pressure value and brake beam displacement value, and transmit them to the terminal device; the terminal device is used to receive the upper lever brake tension value, brake cylinder pressure value and brake beam displacement value, and determine whether the brake shoe needs to be replaced based on the brake beam displacement value and the preset value of brake shoe wear. If it needs to be replaced, it sends a brake shoe warning message to the external terminal. It is also used to determine whether the basic braking device is stuck based on the brake cylinder pressure value and brake beam displacement value, or the brake cylinder pressure value, upper lever brake tension value and brake beam displacement value. If it is stuck, it sends a basic braking device stuck warning message to the external terminal.

[0009] In one possible implementation of the first aspect, the monitoring system further includes an electric brake shut-off valve for connecting the main tee to the combined dust collector, and an electric brake emergency relief valve disposed on the brake cylinder plug hole; the terminal equipment is capable of controlling the electric brake shut-off valve to open or close, and the terminal equipment is capable of controlling the electric brake emergency relief valve to open or close.

[0010] The beneficial effects of the embodiments in this application compared with the prior art are:

[0011] The brake shoe wear and basic braking device jamming monitoring system provided in this application includes a sensor unit and a terminal device. The sensor unit includes a tension sensor for collecting the upper lever braking force, a pressure sensor for collecting the brake cylinder pressure, and multiple displacement sensors for collecting the brake beam displacement. The sensor unit transmits the collected values ​​from different types of sensors to the terminal device, enabling the terminal device to determine whether the brake shoe needs replacement based on the brake beam displacement and a preset brake shoe wear value. If replacement is required, the terminal device sends a brake shoe replacement warning to an external terminal, promptly notifying the maintenance unit to replace the brake shoe. This technical solution can monitor brake shoe wear in real time and provide replacement warnings, preventing brake failure due to insufficient repair and ensuring driving safety, while also avoiding material waste caused by excessive repair.

[0012] In the technical solution of this application, the terminal equipment can also determine whether the basic braking device is stuck based on the brake cylinder pressure value and the brake beam displacement value, or based on the brake beam displacement value, the upper lever braking force value and the brake cylinder pressure value. If stuck, it sends a basic braking device stuck warning information to the external terminal, thereby eliminating safety hazards during the operation of freight cars by timely notifying the operation and maintenance unit and locomotive drivers and passengers.

[0013] Secondly, embodiments of this application provide a method for monitoring brake shoe wear and basic braking device jamming, applied to a terminal device in the monitoring system for brake shoe wear and basic braking device jamming of the first aspect. The method includes: receiving brake upper lever braking force values, brake cylinder pressure values, and brake beam displacement values; determining whether the brake shoe needs to be replaced based on the brake beam displacement value and a preset value for brake shoe wear; if replacement is required, sending a brake shoe warning message to an external terminal; and determining whether the basic braking device is jammed based on the brake cylinder pressure value and brake beam displacement value, or the brake cylinder pressure value, upper lever braking force value, and brake beam displacement value; if jammed, sending a basic braking device jamming warning message to an external terminal.

[0014] In one possible implementation of the second aspect, before receiving the brake beam displacement value, the monitoring method includes: removing the old brake shoe and replacing it with a new brake shoe; obtaining the initial brake beam displacement value of the new brake shoe when the vehicle is braking; and setting the initial brake beam displacement value as the displacement zero point of the displacement sensor.

[0015] In one possible implementation of the second aspect, the brake shoe wear preset value includes a first preset value and a second preset value. The first preset value is the difference between the thickness of the new brake shoe and the effective braking thickness, and the second preset value is the difference between the thickness of the new brake shoe and the thickness of the backing. The brake shoe warning information includes brake shoe replacement warning information and brake shoe failure warning information. Accordingly, based on the brake beam displacement value and the brake shoe wear preset value, it is determined whether the brake shoe needs to be replaced. If replacement is required, a brake shoe warning information is sent to an external terminal, including: if the brake beam displacement value is greater than or equal to the first preset value and less than the second preset value, it is determined that the brake shoe needs to be replaced, and a brake shoe replacement warning information is sent to the external terminal; if the brake beam displacement value is greater than or equal to the second preset value, it is determined that the brake shoe needs to be replaced, and a brake shoe failure warning information is sent to the external terminal.

[0016] In one possible implementation of the second aspect, when sending brake shoe failure warning information to an external terminal, the monitoring method includes executing a vehicle brake door closing command; the vehicle brake door closing command includes controlling the electric brake emergency relief valve to open, thereby depressurizing the brake cylinder, and controlling the electric brake cut-off valve to close, thereby achieving vehicle brake door closing.

[0017] In one possible implementation of the second aspect, the brake shoe warning information also includes brake shoe wear warning information; based on the brake beam displacement value and the preset value of brake shoe wear, it is determined whether the brake shoe needs to be replaced. If it needs to be replaced, the brake shoe warning information is sent to the external terminal. It also includes: if the difference between the displacement values ​​of the two brake beams of the same wheelset is greater than or equal to the preset wear difference value, it is determined that the same wheelset needs to be replaced and the cause of wear is found out, and the brake shoe wear warning information is sent to the external terminal.

[0018] In one possible implementation of the second aspect, determining whether the basic braking device is stuck is based on the brake cylinder pressure value and the brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value, and the brake beam displacement value. This includes: when the brake cylinder pressure value is 0, determining whether the brake beam displacement value is less than or equal to the brake beam displacement value during the last braking action; if the brake beam displacement value is less than or equal to the brake beam displacement value during the last braking action, then the basic braking device is determined to be stuck; when both the brake cylinder pressure value and the upper lever braking force value are within the braking action range, determining whether the brake beam displacement value is greater than the brake beam displacement value during the last braking action; if the brake beam displacement value is greater than the brake beam displacement value during the last braking action, then the basic braking device is determined to be stuck.

[0019] In one possible implementation of the second aspect, the external terminals include railway bureau terminals, depot terminals, and locomotive driver terminals; correspondingly, sending brake shoe warning information to the external terminals, and sending basic braking device jamming warning information to the external terminals, includes: sending brake shoe replacement warning information, brake shoe failure warning information, and brake shoe wear warning information to the railway bureau terminals and depot terminals; sending brake shoe failure warning information to the locomotive driver terminals; and sending basic braking device jamming warning information to the depot terminals and locomotive driver terminals.

[0020] Thirdly, this application provides a monitoring device for brake shoe wear and basic braking device jamming, comprising: a value receiving module for receiving brake upper lever braking force values, brake cylinder pressure values, and brake beam displacement values; a brake shoe wear monitoring module for determining whether the brake shoe needs to be replaced based on the brake beam displacement value and a preset brake shoe wear value, and if replacement is required, sending a brake shoe warning message to an external terminal; and a basic braking device monitoring module for determining whether the basic braking device is jammed based on the brake cylinder pressure value and brake beam displacement value, or the brake cylinder pressure value, upper lever braking force value, and brake beam displacement value, and if jammed, sending a basic braking device jamming warning message to an external terminal.

[0021] Fourthly, embodiments of this application provide a terminal device, including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the monitoring method for brake shoe wear and basic braking device jamming as described in any of the second aspects.

[0022] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the monitoring method for brake shoe wear and basic braking device jamming as described in any of the second aspects.

[0023] In a sixth aspect, embodiments of this application provide a computer program product that, when run on a terminal device, causes the terminal device to execute the method for monitoring brake shoe wear and basic braking device jamming as described in any of the second aspects above.

[0024] It is understood that the beneficial effects of the second to sixth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0025] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the external appearance of a truck provided in an embodiment of this application;

[0028] Figure 2 This is a top view schematic diagram of the bogie provided in the embodiment of this application;

[0029] Figure 3 This is a schematic diagram showing the relative positions of the wheel and brake shoe provided in an embodiment of this application;

[0030] Figure 4 This is a schematic diagram of the installation position of the tension sensor provided in the embodiments of this application;

[0031] Figure 5 This is a schematic diagram of the installation position of the pressure sensor provided in an embodiment of this application;

[0032] Figure 6This application provides a schematic diagram of the installation position of the displacement sensor in an embodiment;

[0033] Figure 7 This is a flowchart illustrating the monitoring method for brake shoe wear and basic braking device jamming provided in the embodiments of this application.

[0034] Figure 8 This is a schematic diagram of the brake shoe structure and the preset value of brake shoe wear provided in the embodiments of this application.

[0035] Figure 9 This is a schematic diagram of the basic braking device provided in the embodiments of this application;

[0036] Figure 10 This is a flowchart illustrating the method for monitoring the wear of railway freight car brake shoes provided in this application embodiment;

[0037] Figure 11 This is a flowchart illustrating the monitoring method for the jamming of the basic braking device of railway freight cars provided in this application embodiment;

[0038] Figure 12 This is a schematic diagram of the structure of the monitoring device for brake shoe wear and basic braking device jamming provided in the embodiments of this application;

[0039] Figure 13 This is a schematic diagram of the structure of the terminal device provided in the embodiments of this application. Detailed Implementation

[0040] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0041] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0042] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0043] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if detected [the described condition or event]" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once detected [the described condition or event]," or "in response to detection [the described condition or event]."

[0044] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0045] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0046] For a long time, my country's railway freight car maintenance model has been mainly based on planned preventive maintenance, consisting of "daily inspections and periodic maintenance." Daily inspections mainly involve train inspections, routine maintenance, and emergency repairs, while periodic maintenance consists of two levels: factory maintenance and section maintenance, meaning freight car maintenance is carried out according to the maintenance cycle. With the continuous upgrading of vehicle technology and equipment, the service life and reliability of vehicle parts have been greatly improved. Furthermore, due to the different usage efficiency of freight cars, the actual technical condition of the vehicles varies when periodic maintenance is performed.

[0047] Currently, the updating of existing maintenance procedures lags behind the development of vehicle technology. Vehicles undergoing factory and depot maintenance are subject to uniform maintenance standards, leading to a widespread phenomenon of "treating even when there's no problem" and "treating all problems indiscriminately," resulting in significant waste of maintenance costs. Furthermore, for the increasing volume of heavy-haul transport, especially for vehicles with high turnover rates and accelerated wear, uniformly scheduled maintenance on a time-cycle basis results in some vehicles operating with defects, creating operational safety hazards. Therefore, finding more targeted and economical maintenance methods to avoid "over-maintenance" and "under-maintenance" has become a common goal of the domestic railway freight car maintenance industry.

[0048] In view of the above problems, embodiments of this application provide a monitoring system for brake shoe wear and basic braking device jamming. To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described below are only for explaining this application and are not intended to limit this application.

[0049] To facilitate understanding of the inventive concept of this application, a brief description of the main components of railway freight cars and freight wagons will be provided first. Railway freight cars operate on railways in formation or in trains, including at least one locomotive and multiple freight wagons. The locomotive serves as the power source, driving the movement of the freight wagons, which in turn carry goods as carriers.

[0050] The technical solution disclosed in this application is applied to truck vehicles. Figure 1 This is a schematic diagram of the external appearance of a truck provided in an embodiment of this application. (Refer to...) Figure 1 Each freight car consists of a cargo box, a braking system, and two bogies. The cargo box is fixedly connected to the bogies, which are in contact with the rails. The braking system includes a basic braking device, brake cylinders, auxiliary air cylinders, and control valves, among other components. The cargo box is used for loading goods, the braking system is used for braking and releasing the vehicle, and the bogies are primarily used for load-bearing, guiding, and vibration damping.

[0051] Figure 2 This is a top view schematic diagram of the bogie provided in an embodiment of this application. (Refer to...) Figure 2 The bogie consists of two wheelsets, each consisting of two wheels and an axle connected in a rotatable configuration. Each wheelset has side frames on both sides, and each side frame has two brake beam grooves fixedly installed. At least one brake shoe is also provided around each wheel. Figure 3 This is a schematic diagram showing the relative positions of the wheel and brake shoe according to an embodiment of this application. (Refer to...) Figure 3 When the brake shoes contact the wheel, the friction between them causes the wheel to stop rotating, and the vehicle applies the brakes; conversely, when the brake shoes move away from the wheel, the friction disappears, and the vehicle applies the brakes to release.

[0052] The above is a brief description of the environmental components involved in this application. The following is a summary in conjunction with... Figures 4 to 6 This application provides a detailed description of the monitoring system for brake shoe wear and basic braking device jamming.

[0053] This application discloses a monitoring system for brake shoe wear and basic braking device jamming, which is installed on railway freight cars (hereinafter referred to as cars). The monitoring system for brake shoe wear and basic braking device jamming may include a sensor unit and a terminal device, which are electrically connected.

[0054] In some embodiments, the sensor unit may include a tension sensor, a pressure sensor, and multiple displacement sensors. The mounting positions of each sensor in the sensor unit and their functions in this application are described below.

[0055] Figure 4 This is a schematic diagram showing the installation position of the tension sensor provided in an embodiment of this application. (Refer to...) Figure 4 The tension sensor is installed on the brake upper lever to collect the braking tension value of the upper lever when the vehicle is braking.

[0056] Explained, when a vehicle brakes, the piston in the brake cylinder drives the brake lever via a transmission component. The brake lever then drives the brake shoes, causing them to contact the wheel. Therefore, the braking force value of the brake lever collected by the force sensor can characterize the braking force acting on the brake shoes.

[0057] Figure 5 This is a schematic diagram showing the installation position of the pressure sensor provided in an embodiment of this application. (Refer to...) Figure 5 The pressure sensor is installed on the screw plug hole of the brake cylinder to collect the brake cylinder pressure value inside the brake cylinder.

[0058] Explained, when the brake cylinder pressure is 0, the vehicle is releasing the brakes; when the brake cylinder pressure is within the braking range, the vehicle is applying the brakes. The braking range is the pressure range within the brake cylinder when the vehicle is applying the brakes. Different vehicle models have different braking ranges, and even the same vehicle model has different braking ranges depending on the load.

[0059] Figure 6 This application provides a schematic diagram of the installation position of a displacement sensor according to an embodiment. (Refer to...) Figure 6 Each of the multiple displacement sensors is located at the slide groove of the side frame brake beam to collect the displacement value of the brake beam when the vehicle is braking.

[0060] Explanatoryly, each bogie has four brake beam grooves, and a displacement sensor can be installed on the outside of each brake beam groove. That is, each bogie can be equipped with four displacement sensors, and each car can be equipped with eight displacement sensors.

[0061] For example, one end of the displacement sensor is fixed to the slide groove of the brake beam, and the other end is fixed to the brake beam. When the brake beam moves, it drives the brake shoe to move. The movement values ​​of the brake beam and the brake shoe are the same. Therefore, the displacement value of the brake beam collected by the displacement sensor can refer to the displacement of the brake shoe.

[0062] Furthermore, the end of the displacement sensor that is fixed to the brake beam can be located on the outside of the groove, near the wheel, but this application does not further limit it.

[0063] It should be noted that when the vehicle brakes are released, the brake beam moves freely with the vehicle's movement. The displacement value of the brake beam collected by the displacement sensor changes in real time. Therefore, the displacement value of the brake beam collected by the displacement sensor is only meaningful when the vehicle applies braking force and the brake beam is under stress.

[0064] In some embodiments, the sensor unit is used to collect the upper lever brake pull count value, brake cylinder pressure value and brake beam displacement value, and transmit them to the terminal device via electrical signals.

[0065] In some embodiments, the terminal device can be used to receive the upper lever braking force value, the brake cylinder pressure value, and the brake beam displacement value, and determine whether the brake shoe needs to be replaced based on the brake beam displacement value and the preset value of brake shoe wear. If replacement is required, a brake shoe warning message is sent to an external terminal. It can also be used to determine whether the basic braking device is stuck based on the brake cylinder pressure value and the brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value, and the brake beam displacement value. If stuck, a basic braking device stuck warning message is sent to an external terminal.

[0066] It should be noted that the terminal equipment can be installed on any suitable part of the railway freight car body underframe.

[0067] In some embodiments, the monitoring system for brake shoe wear and basic braking device jamming provided in this application may further include electric components, which change their state by receiving control signals from terminal equipment.

[0068] For example, the electric components may include an electric brake cut-off valve and an electric brake emergency release valve.

[0069] Reference Figure 4 As shown, the electric brake shut-off valve can be installed between the main tee and the connecting pipe of the combined dust collector. The terminal equipment can control the opening or closing of the electric brake shut-off valve. When the electric brake shut-off valve is closed, the braking system of the vehicle in that section fails.

[0070] Reference Figure 5 As shown, the electric brake emergency release valve can be installed on the brake cylinder plug hole. The terminal equipment can control the opening or closing of the electric brake emergency release valve. When the electric brake emergency release valve is opened, the pressure value in the brake cylinder can be reduced to the brake release range in a short time, so that the vehicle can release the brake.

[0071] The above content describes the monitoring system for brake shoe wear and basic braking device jamming that is claimed in this application. The system acquires the braking status of the braking system in real time through sensor units, determines the brake shoe wear and whether there is jamming of the basic braking device through terminal equipment, thereby ensuring the safe operation of railway freight cars.

[0072] The following content addresses the issues of how terminal equipment determines brake shoe wear and how it determines whether there is jamming in the basic braking device. This application provides a method for monitoring brake shoe wear and basic braking device jamming.

[0073] Figure 7 This is a flowchart illustrating the monitoring method for brake shoe wear and basic braking device jamming provided in this application embodiment. This method is applied to the terminal equipment in the monitoring system for brake shoe wear and basic braking device jamming. (Refer to...) Figure 7 The method is briefly described as follows:

[0074] In step 101, the values ​​of the upper pull rod braking force, the brake cylinder pressure, and the brake beam displacement are received.

[0075] In some embodiments, the terminal device receives the upper lever braking force value collected by the tension sensor acting on the upper brake lever, the brake cylinder pressure value inside the brake cylinder collected by the pressure sensor, and the brake beam displacement value collected by multiple displacement sensors when the vehicle is braking.

[0076] In some embodiments, before the terminal device receives the brake beam displacement value from the brake beam displacement sensor, it is necessary to first set the zero point of the brake beam displacement sensor.

[0077] For example, determining the zero point of displacement of a displacement sensor can be accomplished by performing steps A1 to A3, as follows:

[0078] In step A1, the old brake shoes are removed and replaced with new brake shoes.

[0079] In step A2, the initial brake beam displacement value of the new brake shoe is obtained when the vehicle brakes.

[0080] In step A3, the initial brake beam displacement value is set as the zero point of the displacement sensor. That is, when braking is applied, the displacement sensor collects a value of 0 when the new brake shoe is engaged with the wheel, and the brake beam displacement value collected by the displacement sensor is negative when the braking is released. The brake beam displacement values ​​that are greater than 0 received by the terminal device afterward can characterize the wear of the brake shoe.

[0081] In step 102, the brake shoe is determined to be replaced based on the brake beam displacement value and the preset value of brake shoe wear. If it is replaced, a brake shoe warning message is sent to the external terminal.

[0082] To facilitate understanding of brake shoes, their structure is briefly explained below. Brake shoes mainly consist of a fixedly connected backing and a friction element. The thickness of the brake shoe is the sum of the backing thickness and the friction element thickness. The backing is fixedly connected to the brake beam, while the friction element directly contacts the wheel. After a period of use, as the friction element's thickness decreases, the brake shoe thickness also decreases. When the friction element thickness reduces to a certain value, the vehicle's braking ability decreases. When the friction element thickness reaches zero, the vehicle loses its braking ability, posing a safety hazard.

[0083] To facilitate understanding of the preset value for brake shoe wear... Figure 8 This is a schematic diagram of the brake shoe structure and the preset value of brake shoe wear amount provided in the embodiments of this application. (Refer to...) Figure 8 The thickness of a new brake shoe is the sum of the thickness of the back of the shoe and the thickness of the friction body. As the vehicle runs for a long time, the wear of the brake shoe increases and the thickness of the friction body becomes thinner and thinner. When the vehicle brakes, the brake beam needs to move a greater distance to make the brake shoe grip the vehicle. Therefore, the displacement value of the brake beam will become larger and larger. When the displacement value of the brake beam reaches or exceeds the replacement warning line (dashed line), the braking performance of the brake shoe will decrease, or even lose its braking ability.

[0084] In some embodiments, the wear warning value of this application includes a first preset value and a second preset value. For example... Figure 8 As shown, the first preset value is the difference between the thickness of the new brake shoe and the effective braking thickness. The effective braking thickness is the brake shoe thickness that ensures effective braking of the vehicle, which is the part to the right of the replacement warning line in the figure. When the brake shoe thickness reaches or exceeds the replacement warning line, the braking performance of the brake shoe decreases. Generally speaking, the brake shoe thickness that ensures effective braking of the vehicle should not be less than 14mm. The second preset value is the difference between the thickness of the new brake shoe and the thickness of the brake shoe back. When the brake shoe wears down to the back of the brake shoe, the vehicle loses its braking ability.

[0085] In some embodiments, brake shoe warning information may include brake shoe replacement warning information, brake shoe failure warning information, and brake shoe wear warning information. External terminals may include railway bureau terminals, depot terminals, and locomotive driver terminals.

[0086] In step 103, the system determines whether the basic braking device is stuck based on the brake cylinder pressure value and brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value, and the brake beam displacement value. If stuck, the system sends a basic braking device stuck warning message to the external terminal.

[0087] An explanatory, brief description of the basic braking device. Figure 9 This is a structural schematic diagram of the basic braking device provided in this application. (Refer to...) Figure 9The basic braking system for railway freight cars refers to a device composed of a series of transmission components, including the front brake lever, rear brake lever, push rod, brake adjuster, brake upper lever, and control lever, extending from the brake cylinder piston push rod to the brake shoes. A malfunction in any component of the basic braking system can lead to jamming of the system.

[0088] The above content is a general summary of the monitoring method for brake shoe wear and basic braking device jamming provided in this application. The monitoring method mainly includes monitoring the wear of railway freight car brake shoes corresponding to step 102, and monitoring the basic braking device of railway freight car corresponding to step 103.

[0089] The following sections elaborate on steps 102 and 103, detailing the methods for monitoring the wear of brake shoes on railway freight cars and the methods for monitoring the jamming of the basic braking device on railway freight cars.

[0090] Monitoring methods for brake shoe wear of railway freight cars

[0091] Figure 10 This is a flowchart illustrating the method for monitoring the wear of railway freight car brake shoes provided in this embodiment. (Refer to...) Figure 10 The monitoring methods for brake shoe wear of railway freight cars are described in detail:

[0092] In some embodiments, the terminal device determines whether the brake shoe needs to be replaced based on the brake beam displacement value and the preset value of brake shoe wear. This can be achieved by executing steps 1021 and 1023, as follows:

[0093] In step 1021, if the displacement value of the brake beam is greater than or equal to the first preset value and less than the second preset value, it is determined that the brake shoe needs to be replaced.

[0094] Interpretively, the brake beam displacement value at this time indicates that the brake shoe wear has reached or exceeded the brake shoe replacement warning line, the braking performance of the brake shoe has decreased, and the brake shoe needs to be replaced in time.

[0095] In step 1022, if the displacement value of the brake beam is greater than or equal to the second preset value, it is determined that the brake shoe needs to be replaced.

[0096] Interpretively, the displacement value of the brake beam at this point indicates that the friction body of the brake shoe is worn out, the braking function of the brake shoe has failed, and the brake shoe needs to be replaced in time.

[0097] In step 1023, if the difference in displacement values ​​between the two brake beams of the same wheelset is greater than or equal to the preset wear difference value, it is determined that the brake shoes need to be replaced.

[0098] Explanatoryly, when the deviation of the displacement values ​​of the two brake beams of the same wheelset is greater than or equal to the preset deviation, it indicates that there is a large deviation in the wear of the brake shoes on both sides of the same wheelset. The vehicle is at risk of overturning when performing emergency braking, and the same wheelset needs to be replaced in time and the cause of uneven wear needs to be investigated.

[0099] In some embodiments, when it is determined that the brake shoe needs to be replaced, the terminal device can also send a brake shoe warning message to an external terminal.

[0100] For example, when the terminal device determines that the brake beam displacement value is greater than or equal to the first preset value and less than the second preset value, it sends a brake shoe replacement warning message to the railway bureau terminal and the depot terminal, informing the railway bureau and the depot that the brake shoes of the car need to be replaced as soon as possible.

[0101] For example, when the terminal device determines that the displacement value of the brake beam is greater than or equal to the second preset value, it sends a brake shoe failure warning message to the railway bureau terminal and the depot terminal, informing the railway bureau and the depot that the brake shoe of the car needs to be replaced immediately.

[0102] Furthermore, while sending brake shoe failure warning information to the railway bureau terminal and the depot terminal, it also sends it to the locomotive driver terminal to inform the on-duty locomotive driver and crew that the vehicle has lost its brakes.

[0103] For example, when the terminal device determines that the deviation of the displacement values ​​of the two brake beams of the same wheelset is greater than or equal to the preset wear difference value, it sends a brake shoe wear warning message to the railway bureau terminal and the depot terminal, informing the railway bureau and the depot that the braking system of the car needs to be repaired in time.

[0104] In some embodiments, if the brake shoe warning information is a brake shoe failure warning information, the method for monitoring the wear of railway freight car brake shoes provided in this application may further include the terminal equipment executing a vehicle braking and closing command.

[0105] For example, the execution process of the vehicle braking and closing command may include: controlling the electric brake emergency relief valve to open, thereby depressurizing the brake cylinder, and simultaneously controlling the electric brake cut-off valve to close, thereby achieving vehicle braking and closing of the door.

[0106] Explanatoryly, the warning information sent to external terminals via wireless networks (such as train internal wireless communication, 4G or 5G communication, and Beidou communication) is not the inventive point of this application, and is also a relatively mature prior art, so this application will not elaborate on it further.

[0107] The method for monitoring the wear of railway freight car brake shoes provided in this application includes: a sensor unit transmitting the collected values ​​from different types of sensors to a terminal device, which then determines whether the brake shoes need to be replaced based on the brake beam displacement value and a preset value for brake shoe wear. If replacement is required, the terminal device sends a brake shoe replacement warning to an external terminal, notifying the maintenance unit to replace the brake shoes promptly. This technical solution can monitor brake shoe wear in real time and determine replacement, preventing brake failure due to insufficient repair and ensuring train operation safety, while also avoiding serious material waste caused by excessive repair.

[0108] Monitoring methods for jamming of basic braking devices in railway freight cars

[0109] As is well known, railway freight cars operate in harsh and variable climates for extended periods. Basic braking systems are prone to jamming due to factors such as sand and gravel blockage and component corrosion. In view of this problem, this application also discloses a method for monitoring jamming in the basic braking system of railway freight cars. Figure 11 This is a flowchart illustrating the monitoring method for the jamming of the basic braking device of railway freight cars provided in this application embodiment. (Refer to...) Figure 11 The method will be described in detail below:

[0110] In some embodiments, the terminal device determines whether the basic braking device is stuck based on the brake cylinder pressure value and the brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value, and the brake beam displacement value. This can be achieved by executing steps 1031 and 1032, as follows:

[0111] In step 1031, when the brake cylinder pressure value is 0, it is determined whether the brake beam displacement value is greater than or equal to the brake beam displacement value during the last braking action. If the brake beam displacement value is greater than or equal to the brake beam displacement value during the last braking action, it is determined that the basic braking device is stuck.

[0112] Explained, when the brake cylinder pressure is 0, it indicates that the vehicle is in a brake-released state, and the brake shoes should disengage from the wheels. This means the brake beam displacement at this time should be less than the displacement during the previous braking action. If the brake beam displacement is equal to the displacement during the previous braking action, it indicates the brake shoes are still in the braking position. If it is greater than the displacement during the previous braking action, it indicates that the brake shoes have been in the braking position for a long time, leading to increased wear. Therefore, when the brake beam displacement is greater than or equal to the displacement during the previous braking action, it indicates that the basic braking system is stuck.

[0113] In step 1032, when both the brake cylinder pressure value and the upper lever brake force value are within the braking range, it is determined whether the brake beam displacement value is less than the brake beam displacement value during the previous braking action. If the brake beam displacement value is less than the brake beam displacement value during the previous braking action, it is determined that the basic braking device is stuck.

[0114] Explained, when both the brake cylinder pressure and the upper lever brake force are within the braking range, it indicates that the vehicle is under braking. The brake shoes should be engaged with the wheels, and the brake beam displacement should be greater than or equal to the brake beam displacement during the last braking action. If the brake beam displacement is less than the brake beam displacement during the last braking action, it indicates that the brake shoes are not engaged with the wheels, and the basic braking device is stuck.

[0115] In some embodiments, if the basic braking device jams, the terminal device can send a basic braking device jamming warning message to an external terminal.

[0116] Furthermore, the terminal equipment sends a warning message about the basic braking device jamming to the depot terminal and the locomotive driver terminal, informing the depot and the on-duty locomotive driver to conduct inspection or maintenance.

[0117] The monitoring method for the jamming of the basic braking device of railway freight cars provided in this application determines whether there is a jamming fault in the basic braking device due to inadequate relief based on the brake cylinder pressure value and the brake beam displacement value, or determines whether there is a jamming fault in the basic braking device due to inadequate braking based on the brake cylinder pressure value, the upper lever braking force value and the brake beam displacement value. At the same time, if there is a jamming fault in the basic braking device, a jamming warning message is sent to an external terminal to promptly notify the operation and maintenance unit and eliminate the safety hazards of freight car operation.

[0118] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0119] Corresponding to the monitoring methods for brake shoe wear and basic braking device jamming described in the above embodiments, Figure 12 The diagram shows a structural block diagram of a monitoring device 200 for brake shoe wear and basic braking device jamming provided in an embodiment of this application. For ease of explanation, only the parts related to the embodiment of this application are shown.

[0120] See Figure 12 The monitoring device for brake shoe wear and basic braking device jamming in this embodiment may include a value receiving module 201, a brake shoe wear module 202, and a basic braking device monitoring module 203.

[0121] The numerical receiving module 201 is used to receive the values ​​of the upper pull rod braking force, the brake cylinder pressure, and the brake beam displacement.

[0122] The brake shoe wear module 202 is used to determine whether the brake shoe needs to be replaced based on the brake beam displacement value and the preset value of brake shoe wear. If replacement is required, a brake shoe warning message is sent to an external terminal.

[0123] Before receiving the brake beam displacement value, the brake shoe wear module 202 is used to: remove the old brake shoe and replace it with a new brake shoe; obtain the initial brake beam displacement value of the new brake shoe when the vehicle is braking; and set the initial brake beam displacement value as the displacement zero point of the displacement sensor.

[0124] Optionally, the preset values ​​for brake shoe wear include a first preset value and a second preset value. The first preset value is the difference between the thickness of the new brake shoe and the effective braking thickness, and the second preset value is the difference between the thickness of the new brake shoe and the thickness of the shoe back. The brake shoe warning information includes brake shoe replacement warning information and brake shoe failure warning information. Accordingly, based on the brake beam displacement value and the preset values ​​for brake shoe wear, it is determined whether the brake shoe needs to be replaced. If replacement is required, a brake shoe warning information is sent to an external terminal, including: if the brake beam displacement value is greater than or equal to the first preset value and less than the second preset value, it is determined that the brake shoe needs to be replaced, and a brake shoe replacement warning information is sent to the external terminal; if the brake beam displacement value is greater than or equal to the second preset value, it is determined that the brake shoe needs to be replaced, and a brake shoe failure warning information is sent to the external terminal.

[0125] Optionally, when sending brake shoe failure warning information to an external terminal, the monitoring method includes executing a vehicle brake door closing command; the vehicle brake door closing command includes controlling the electric brake emergency release valve to open, thereby depressurizing the brake cylinder, and controlling the electric brake cut-off valve to close, thereby achieving vehicle brake door closing.

[0126] Optionally, the brake shoe warning information also includes brake shoe wear warning information; accordingly, based on the brake beam displacement value and the preset value of brake shoe wear, it is determined whether the brake shoe needs to be replaced. If it needs to be replaced, a brake shoe warning information is sent to the external terminal. It also includes: if the difference between the displacement values ​​of the two brake beams of the same wheelset is greater than or equal to the preset wear difference value, it is determined that the same wheelset needs to be replaced and the cause of wear is found out, and a brake shoe wear warning information is sent to the external terminal.

[0127] The brake shoe wear measurement module 202 is also used to send brake shoe replacement warning information, brake shoe failure warning information, and brake shoe uneven wear warning information to the railway bureau terminal and the rolling stock depot terminal; and to send brake shoe failure warning information to the locomotive driver terminal.

[0128] The basic braking device monitoring module 203 is used to determine whether the basic braking device is stuck based on the brake cylinder pressure value and brake beam displacement value, or the brake cylinder pressure value, upper lever braking force value and brake beam displacement value. If stuck, it sends a basic braking device stuck warning message to the external terminal.

[0129] The determination of whether the basic braking device is stuck, based on the brake cylinder pressure value and brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value, and the brake beam displacement value, includes: when the brake cylinder pressure value is 0, determining whether the brake beam displacement value is greater than or equal to the brake beam displacement value during the last braking action; if the brake beam displacement value is greater than or equal to the brake beam displacement value during the last braking action, then the basic braking device is determined to be stuck; when both the brake cylinder pressure value and the upper lever braking force value are within the braking action range, determining whether the brake beam displacement value is less than the brake beam displacement value during the last braking action; if the brake beam displacement value is less than the brake beam displacement value during the last braking action, then the basic braking device is determined to be stuck.

[0130] The basic braking device monitoring module 203 is also used to send basic braking device jamming warning information to the depot terminal and the locomotive driver terminal.

[0131] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0132] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0133] This application also provides a terminal device, see [link to relevant documentation] Figure 13The terminal device 300 may include at least one processor 310 and a memory 320. The memory 320 stores a computer program 321 that can run on the at least one processor 310. When the processor 310 executes the computer program 321, it implements the steps in any of the above-described method embodiments, for example... Figure 7 Steps 101 to 103 in the illustrated embodiment. Alternatively, when processor 310 executes computer program 321, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 12 The functions of modules 201 to 203 are shown.

[0134] For example, computer program 321 may be divided into one or more modules / units, one or more of which are stored in memory 320 and executed by processor 310 to complete this application. One or more modules / units may be a series of computer program segments capable of performing a specific function, which describe the execution process of the computer program in terminal device 300.

[0135] Those skilled in the art will understand that Figure 13 This is merely an example of a terminal device and does not constitute a limitation on the terminal device. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0136] The processor 310 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0137] The memory 320 can be an internal storage unit of the terminal device 300 or an external storage device of the terminal device 300, such as a plug-in hard disk, a smart media card (SMC), a secure digital card (SD), or a flash card. The memory 320 is used to store the computer program 321 and other programs and data required by the terminal device 300. The memory 320 can also be used to temporarily store data that has been output or will be output.

[0138] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0139] This application also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the steps in the various embodiments of the above-described monitoring methods for brake shoe wear and basic braking device jamming.

[0140] This application provides a computer program product that, when run on a mobile terminal, enables the mobile terminal to execute the steps in the various embodiments of the above-described method for monitoring brake shoe wear and basic braking device jamming.

[0141] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying the computer program code to a photographing device / terminal device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks.

[0142] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0143] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0144] In the embodiments provided in this application, it should be understood that the disclosed apparatus / network devices and methods can be implemented in other ways. For example, the apparatus / network device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0145] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0146] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A monitoring system for brake shoe wear and basic braking device jamming, characterized in that, The system, installed on railway freight cars, includes: a sensor unit and a terminal device, wherein the sensor unit and the terminal device are electrically connected. The sensor unit includes a tension sensor, a pressure sensor, and multiple displacement sensors; the tension sensor is mounted on the upper brake lever and is used to collect the braking tension value of the upper brake lever; the pressure sensor is mounted on the brake cylinder plug hole and is used to collect the brake cylinder pressure value inside the brake cylinder; each of the multiple displacement sensors is mounted at the side frame brake beam groove and is used to collect the brake beam displacement value when the vehicle is braking. The sensor unit is used to collect the braking force value of the upper pull rod, the pressure value of the brake cylinder, and the displacement value of the brake beam, and transmit them to the terminal device; The terminal device is used to receive the braking force value of the upper pull rod, the pressure value of the brake cylinder, and the displacement value of the brake beam. Based on the brake beam displacement value and the preset value of brake shoe wear, it determines whether the brake shoe needs to be replaced. If it needs to be replaced, it sends a brake shoe warning message to an external terminal. It is also used to determine whether the basic braking device is stuck based on the brake cylinder pressure value and the brake beam displacement value, or the brake cylinder pressure value, the braking force value of the upper pull rod, and the brake beam displacement value. If it is stuck, it sends a basic braking device stuck warning message to the external terminal. The system also includes an electric brake shut-off valve for connecting the main tee to the combined dust collector, and an electric brake emergency release valve disposed on the screw plug hole of the brake cylinder. The terminal device can control the opening or closing of the electric brake cut-off valve, and the terminal device can control the opening or closing of the electric brake emergency relief valve.

2. A method for monitoring brake shoe wear and basic braking device jamming, applied to the terminal equipment of the monitoring system for brake shoe wear and basic braking device jamming as described in claim 1, characterized in that, include: Receives the values ​​of the upper pull rod braking force, the brake cylinder pressure, and the brake beam displacement; Based on the brake beam displacement value and the preset value of brake shoe wear, it is determined whether the brake shoe needs to be replaced. If it needs to be replaced, a brake shoe warning message is sent to the external terminal. Based on the brake cylinder pressure value and the brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value, and the brake beam displacement value, it is determined whether the basic braking device is stuck. If stuck, a basic braking device stuck warning message is sent to the external terminal.

3. The method for monitoring brake shoe wear and basic braking device jamming as described in claim 2, characterized in that, Before receiving the displacement value of the braking beam, the method includes: Remove the old brake shoes and replace them with new ones; Obtain the initial brake beam displacement value of the new brake shoe during vehicle braking; The initial brake beam displacement value is set as the zero point of the displacement sensor.

4. The method for monitoring brake shoe wear and basic braking device jamming as described in claim 2, characterized in that, The preset value for brake shoe wear includes a first preset value and a second preset value. The first preset value is the difference between the thickness of the new brake shoe and the effective braking thickness, and the second preset value is the difference between the thickness of the new brake shoe and the thickness of the back of the brake shoe. The brake shoe warning information includes brake shoe replacement warning information and brake shoe failure warning information. Accordingly, the determination of whether the brake shoe needs to be replaced based on the brake beam displacement value and the preset value of brake shoe wear, and if replacement is required, sending a brake shoe warning message to an external terminal, includes: If the displacement value of the brake beam is greater than or equal to the first preset value and less than the second preset value, it is determined that the brake shoe needs to be replaced, and the brake shoe replacement warning information is sent to the external terminal. If the displacement value of the brake beam is greater than or equal to the second preset value, it is determined that the brake shoe needs to be replaced, and the brake shoe failure warning information is sent to the external terminal.

5. The method for monitoring brake shoe wear and basic braking device jamming as described in claim 4, characterized in that, When the brake shoe failure warning information is sent to the external terminal, the monitoring method includes executing a vehicle braking and door closing command; The vehicle braking and door closing command includes controlling the electric brake emergency release valve to open, thereby depressurizing the brake cylinder, and controlling the electric brake cut-off valve to close, thus achieving vehicle braking and door closing.

6. The method for monitoring brake shoe wear and basic braking device jamming as described in claim 5, characterized in that, The brake shoe warning information also includes brake shoe wear warning information; Correspondingly, the step of determining whether the brake shoe needs to be replaced based on the brake beam displacement value and the preset value of brake shoe wear, and sending a brake shoe warning message to the external terminal if replacement is required, also includes: if the difference between the two brake beam displacement values ​​of the same wheelset is greater than or equal to the preset wear difference value, then the same wheelset needs to be replaced and the cause of wear is identified, and the brake shoe wear warning message is sent to the external terminal.

7. The method for monitoring brake shoe wear and basic braking device jamming as described in claim 2, characterized in that, The method of determining whether the basic braking device is stuck based on the brake cylinder pressure value and the brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value, and the brake beam displacement value, includes: When the brake cylinder pressure value is 0, it is determined whether the brake beam displacement value is greater than or equal to the brake beam displacement value during the last braking action. If the brake beam displacement value is greater than or equal to the brake beam displacement value during the last braking action, it is determined that the basic braking device is stuck. When both the brake cylinder pressure value and the upper lever braking force value are within the braking range, it is determined whether the brake beam displacement value is less than the brake beam displacement value during the previous braking action. If the brake beam displacement value is less than the brake beam displacement value during the previous braking action, it is determined that the basic braking device is stuck.

8. The method for monitoring brake shoe wear and basic braking device jamming as described in claim 6, characterized in that, The external terminals include railway bureau terminals, rolling stock depot terminals, and locomotive driver / passenger terminals; Correspondingly, sending brake shoe warning information to an external terminal and sending basic braking device jamming warning information to an external terminal include: Send the brake shoe replacement warning information, the brake shoe failure warning information, and the brake shoe uneven wear warning information to the railway bureau terminal and the vehicle depot terminal; Send the brake shoe failure warning information to the locomotive driver terminal; The basic braking device jamming warning information is sent to the depot terminal and the locomotive driver terminal.

9. A monitoring device for brake shoe wear and basic braking device jamming, characterized in that, For implementing the monitoring method for brake shoe wear and basic braking device jamming as described in any one of claims 2-8, the device comprises: The numerical receiving module is used to receive the braking force values ​​of the brake upper lever, the brake cylinder pressure values, and the brake beam displacement values; The brake shoe wear monitoring module is used to determine whether the brake shoe needs to be replaced based on the brake beam displacement value and the preset value of brake shoe wear. If it needs to be replaced, it sends a brake shoe warning message to an external terminal. The basic braking device monitoring module is used to determine whether the basic braking device is stuck based on the brake cylinder pressure value and the brake beam displacement value, or the brake cylinder pressure value, the upper lever braking force value and the brake beam displacement value. If stuck, it sends a basic braking device stuck warning message to the external terminal.

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