[0018] by Figure 1 to 9 It can be seen that the present invention consists of a train voltage control switch arranged on the inner side of the train track, and a controller and a shunting station DT arranged outside the track, in which:
[0019] The train voltage control switch is set as No. 1 voltage control switch K1 and No. 2 voltage control switch K2, No. 1 voltage control switch K1 is provided with normally open contacts S1 and S2, and No. 2 voltage control switch K2 is provided with normally open contacts Points S3 and S4, and the normally open contacts S1 and S2 are connected in series, and the normally open contacts S3 and S4 are connected in series. When the wheels of the vehicle press any group of pressure-controlled switches, it will output a normally closed signal to the controller.
[0020] The controller set outside the rails includes a power circuit, an emergency stop signal circuit, a voice circuit, a power reset circuit, a relay delay reset circuit, and a voice sending device, and all circuits of the controller are powered by a power circuit. It is composed of a relay, a set of delay relays and a voice board, and the controller outputs warning signals, emergency braking signals and reset signals according to the signals of two pressure-controlled switches.
[0021] The power supply circuit includes a high-current transformer composed of a high-power iron core and windings, and a low-voltage DC power supply composed of two sets of bridge rectifier circuits. The voice circuit includes a relay KV3, a delay relay KT3, and a voice board YB. Among them, the relay KV3 and the delay relay KT3 are connected in parallel with one end of the relay contact KV1-3 and then connected to the power terminal. The voice board Yb contacts the relay. The point KV3-1 and the delay relay contact KT3-1 are connected in series to the power terminal, and the relay contact KV3-2 and the delay relay contact KT3-2 are connected to the sending connector DF of the shunting station. The emergency stop signal circuit includes relay KV1 and relay KV2, delay relay KT1 and delay relay KT2. One end of relay KV1 is connected in series with No. 1 voltage control switch K1 and delay relay contact KT2-1, and No. 1 voltage control switch K1 and delay relay contact KT2-1 are connected in series. Control switch K1 is connected in parallel with relay contacts KV1-1; one end of relay KV2 is connected in series with delay relay contact KT2-1 and No. 2 voltage-controlled switch K2, and the relay contact KV2-1 connected in parallel with No. 2 voltage-controlled switch; Relay contact KV1-4, relay contact KV2-4 and delay relay contact KT1-1 are connected in series with the shunting radio station and press DJ for emergency stop. The power reset circuit includes a relay KV4, a delay relay KT4 and an unlock button normally open contact K4. The relay KV4 is connected in parallel with the delay relay KT4, and the delay relay contact KT4-1 and the unlock button normally open are connected in series. Contact K4, relay contact KV4-1 are connected in parallel with the unlock button normally open contact K4. The relay delay reset circuit includes relays KV1, KV2 and KV3, delay relays KT2 and KT3, one end of the relay KV1 is connected in series with the delay relay contact KT2-1 and the No. 1 voltage control switch K1, and the relay contact KV1 -1 Parallel connection with No. 1 voltage control switch K1; one end of relay KV2 is connected in series with delay relay contact KT2-1 and No. 2 voltage control switch K2, and relay contact KV2-1 is connected in parallel with No. 2 voltage control switch K2; delay One end of the relay KT2 is connected in parallel with the relay contact KV2-3 and the relay contact KV3-3; the relay KV3 and the delay relay KT3 are connected in parallel, and then the relay contact KV1-3 is connected in series.
[0022] The working principle of the voltage control switch of the present invention:
[0023] Two pressure-controlled switches S1 and S2 installed symmetrically on a straight line perpendicular to the rails are a combination called No. 1 pressure control switch K1, and the other set of pressure control switches S3 and S4 are a combination called No. 2 pressure control switch K2, emergency The parking device is composed of No. 1 and No. 2 voltage control switches. Each voltage control switch is a normally open contact. The two pressure control switches S1 and S2, S3 and S4 of each group of voltage control switches use normally open contacts. In series connection, when any pair of wheels of the railway vehicle press any group of pressure-controlled switches, the pressure-controlled switches will output a normally closed switch signal.
[0024] The working principle of the emergency stop circuit of the present invention:
[0025] When the wheels of the railway vehicle press on the No. 1 voltage-controlled switches S1 and S2 symmetrically installed on the rails, the normally open contact K1 of the No. 1 voltage-controlled switch is closed, so that KV1 is energized and closed, and KV1 passes its own normally open Contact KV1-1 supplies power, so KV1 remains closed. While KV1 is closed, it supplies power to KT3 and KV3 through its own KV1-3, so that KT3 starts to work and KV3 is energized and closed. After KT3 works and KV3 is energized and closed, it passes through KV3. -1 and KT3-1 to supply power to the voice board to make the voice board play the warning word "close to the soil block", and at the same time connect the PTT transmission button of the shunting station through KV3-2 and KT3-2, so that the voice warning word is transmitted through the radio It is for shunting personnel and locomotive drivers to receive. When the specified transmission time is reached, the KT3 delays disconnection. The KT3-1 and KT3-2 voice circuits stop working. If the attention of the shunting personnel and the locomotive driver is not caused after the warning is played, the train Continue to approach the earth block. When the symmetrically installed No. 2 voltage control switch is pressed on the locomotive wheel, the normally open contact K2 of the No. 2 voltage control switch is closed, so that KV2 is energized and closed. At this time, KV2 passes its own normally open contact KV2-1 supplies power, so KV2 remains closed, while KV2 supplies power to KT1 and KT2 through its own KV2-2 and KV2-3, and KV1’s KV1-2 and KV3’s KV3-3, and at the same time through KV1-4 and KV2-4 and KT1-1 connects the emergency stop button of the shunting station to send an "emergency stop" signal to the train locomotive controller (due to the effect of KT1, the sending time of the emergency stop signal is 4 seconds, this time is adjustable) to make the railway vehicle stop in the air.
[0026] The working principle of the voice circuit of the present invention:
[0027] After KV1-3 supplies power to KV3 and KT3, KV3 is energized and KT3 starts to work. The 12V voltage supplies power to the voice board through KV3-1 and KT3-1. The power supply time is 4 seconds, and this time is adjustable (the role of KT3 Bottom), after the voice board is powered on, immediately send the "approach to the earth block" warning to the shunting station. At the same time, KV3-2 and KT3-2 connect to the PTT transmitter button of the shunting station, so that the "approach to the earth block" warning is passed through the tuning The car radio is sent out for reception by the shunting personnel and the locomotive driver.
[0028] The working principle of the power reset circuit of the present invention:
[0029] When the railway vehicle is vented and parked, the unlocking operation must be performed. When the unlock button on the control device box is pressed, the unlock button K3 is connected, that is, the unlock button of the shunting station is connected to unlock the locomotive, K4 is also connected, KV4 It is energized with KT4 and maintained through KV4-1. KV4-2 disconnects the 12V power supply from the middle of point A and point B, so that the emergency stop circuit stops working (the time when the emergency stop circuit stops working is determined by the shunt This time can be adjusted (adjustable from 0-60 minutes). At this time, the locomotive can be directed to leave the dangerous area that is vented and parked. The delay will start immediately after the KT4 is powered on. When the specified time is reached, KT4 will be closed, KT4 The normally closed contact KT4-1 is disconnected and the emergency stop circuit resumes operation.
[0030] The working principle of the relay delay reset circuit of the present invention:
[0031] For the detailed working process of KV1 and KV2, please refer to "Working Principle of Train Emergency Stop Signal Transmission Circuit". When KV1 is powered on, KV3 will be powered through KV1-3, and KV3 will be powered by KV3-3 to KT2 when KV2 is powered on. KT2 will also be powered through KV2-3 after it is energized, and KT2 will start to work after it is energized, and will act to disconnect KT2-1 after the set delay time ends, so that KV1 and KV2 will stop working and be on standby .
[0032] The embodiments described in the present invention are merely descriptions of the preferred embodiments of the present invention, and do not limit the concept and scope of the present invention. Without departing from the design concept of the present invention, those skilled in the art have an understanding of the technical solutions of the present invention. Various modifications and improvements made should fall within the protection scope of the present invention, and all the technical content claimed by the present invention has been recorded in the claims.
