Safety control components for rail transit signal systems

Abstract

The present invention provides a safety control component of a rail transit signal system, the safety control component comprising: a first forward circuit comprising a first optocoupler and a first transformer, the first optocoupler having an input end for inputting a first pulse signal of the rail transit signal system, the output end of the first optocoupler and the output end of a power supply component are both electrically connected to the input end of the first transformer; a second forward circuit comprising a second optocoupler and a second transformer, the second optocoupler having an input end for inputting a second pulse signal of the rail transit signal system, the output end of the first transformer is electrically connected to the input end of the second optocoupler, the output end of the second optocoupler and the output end of the power supply component are both electrically connected to the input end of the second transformer, and the second transformer has an output end for electrically connecting to a relay of the rail transit signal system. The safety control component can accurately and efficiently control the rail transit signal system, and improve safety and reliability.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a safety control component of a rail transit signal system. Background Art

[0002] The signal system is the eyes and ears of the rail transit transportation system and a powerful tool to ensure operational safety and improve transportation efficiency. Once a serious failure occurs in the signal system, the entire rail transit transportation system will be paralyzed, causing significant losses to the national economy. Therefore, the rail transit signal system has relatively high safety requirements and needs to be monitored and controlled.

[0003] At present, the devices for monitoring and controlling rail transit signal systems respond slowly to pulse signals and their judgments are not accurate enough. They cannot accurately and efficiently control rail transit signal systems and have poor reliability. Summary of the invention

[0004] The present invention provides a safety control component for a rail transit signal system, which is used to solve the defects of the prior art in that the response to pulse signals is slow, the judgment is not accurate enough, the rail transit signal system cannot be accurately and efficiently controlled, and the reliability is poor, so as to improve the response speed to pulse signals, accurately and efficiently control the rail transit signal system, and improve safety and reliability.

[0005] The present invention provides a safety control component of a rail transit signal system, which includes: a power supply component; a first forward-pulse circuit, which includes a first optocoupler and a first transformer, wherein the first optocoupler has an input end for inputting a first pulse signal of the rail transit signal system, and the output end of the first optocoupler and the output end of the power supply component are both electrically connected to the input end of the first transformer; a second forward-pulse circuit, which includes a second optocoupler and a second transformer, wherein the second optocoupler has an input end for inputting a second pulse signal of the rail transit signal system, the output end of the first transformer is electrically connected to the input end of the second optocoupler, the output end of the second optocoupler and the output end of the power supply component are both electrically connected to the input end of the second transformer, and the second transformer has an output end for electrically connecting to a relay of the rail transit signal system.

[0006] According to a safety control component of a rail transit signal system provided by the present invention, the first forward circuit also includes: a bipolar junction transistor, the output end of the first optocoupler element is electrically connected to the base of the bipolar junction transistor, the input end of the first transformer is electrically connected to the collector of the bipolar junction transistor, and the emitter of the bipolar junction transistor is electrically connected to the negative electrode of the power supply component; a first diode, the cathode of the first diode is electrically connected to the input end of the first transformer, and the anode of the first diode is electrically connected to the negative electrode of the power supply component; a second diode, the anode of the second diode is electrically connected to the output end of the first transformer, and the cathode of the second diode is electrically connected to the input end of the second optocoupler element.

[0007] According to a safety control component of a rail transit signal system provided by the present invention, the first transformer includes: a first winding, the same-name end of the first winding is electrically connected to the positive pole of the power supply component, and the non-same-name end of the first winding is electrically connected to the collector of the bipolar junction transistor; a second winding, the same-name end of the second winding is electrically connected to the cathode of the first diode, and the non-same-name end of the second winding is electrically connected to the positive pole of the power supply component; a third winding, the same-name end of the third winding is electrically connected to the anode of the second diode, and the non-same-name end of the third winding is electrically connected to the negative pole of the power supply component.

[0008] According to a safety control component of a rail transit signal system provided by the present invention, the first forward circuit also includes: a first resistor, one end of the first resistor is electrically connected to the emitter of the bipolar junction transistor, and the other end of the first resistor is electrically connected to the negative electrode of the power supply component.

[0009] According to a safety control component of a rail transit signal system provided by the present invention, the second forward circuit also includes: a metal oxide semiconductor field effect transistor, the output end of the second optocoupler element is electrically connected to the gate of the metal oxide semiconductor field effect transistor, the input end of the second transformer is electrically connected to the drain of the metal oxide semiconductor field effect transistor, and the source of the metal oxide semiconductor field effect transistor is electrically connected to the negative electrode of the power supply component; a third diode, the cathode of the third diode is electrically connected to the input end of the second transformer, and the anode of the third diode is electrically connected to the negative electrode of the power supply component; a fourth diode, the anode of the fourth diode is electrically connected to the output end of the second transformer, and the cathode of the fourth diode is used to be electrically connected to the relay of the rail transit signal system.

[0010] According to a safety control component of a rail transit signal system provided by the present invention, the second transformer includes: a fourth winding, the same-name end of the fourth winding is electrically connected to the positive pole of the power supply component, and the non-same-name end of the fourth winding is electrically connected to the drain of the metal oxide semiconductor field effect transistor; a fifth winding, the same-name end of the fifth winding is electrically connected to the cathode of the third diode, and the non-same-name end of the fifth winding is electrically connected to the positive pole of the power supply component; a sixth winding, the same-name end of the sixth winding is electrically connected to the anode of the fourth diode, and the non-same-name end of the sixth winding is used to be electrically connected to the relay of the rail transit signal system.

[0011] According to a safety control component of a rail transit signal system provided by the present invention, the second forward circuit also includes: a second resistor, one end of the second resistor is electrically connected to the source of the metal oxide semiconductor field effect transistor, and the other end of the second resistor is electrically connected to the negative electrode of the power supply component.

[0012] According to a safety control component of a rail transit signal system provided by the present invention, the safety control component of the rail transit signal system also includes: a temperature detection component, the distance between the temperature measuring probe of the temperature detection component and the first forward circuit or the second forward circuit is within a target distance threshold range, the input end of the temperature detection component is electrically connected to the power supply component, and the temperature detection component has an output end for electrically connecting to the rail transit signal system.

[0013] According to a safety control component of a rail transit signal system provided by the present invention, the operating frequency of the first transformer is the same as the operating frequency of the first pulse signal; or, the operating frequency of the second transformer is the same as the operating frequency of the second pulse signal.

[0014] According to a safety control component of a rail transit signal system provided by the present invention, the operating frequency of the second transformer is 2.5 times the operating frequency of the first transformer.

[0015] The safety control component of the rail transit signal system provided by the present invention isolates and monitors the first pulse signal and the second pulse signal by setting up a first forward circuit and a second forward circuit, and controls the rail transit signal system under the dual influence of the first pulse signal and the second pulse signal, thereby improving the response speed to the pulse signal, accurately and efficiently controlling the rail transit signal system, and improving safety and reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 It is a structural schematic diagram of a safety control component of a rail transit signal system provided by the present invention;

[0018] Figure 2 is a structural schematic diagram of a first forward circuit provided by the present invention;

[0019] Figure 3 is a structural schematic diagram of a second forward circuit provided by the present invention;

[0020] Figure 4 It is a structural schematic diagram of the temperature detection component provided by the present invention.

[0021] Reference numerals:

[0022] 10: power supply component; 20: first forward circuit; BJT: bipolar junction transistor;

[0023] D1: first diode; D2: second diode; HFT1: first transformer;

[0024] 21: first winding; 22: second winding; 23: third winding;

[0025] R1: first resistor; 30: second forward circuit; MOSFET: metal oxide semiconductor field effect transistor;

[0026] D3: the third diode; D4: the fourth diode; HFT2: the second transformer;

[0027] 31: fourth winding; 32: fifth winding; 33: sixth winding;

[0028] R2: second resistor; 40: temperature detection component. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0030] Combine the following Figures 1 to 4 The present invention describes a safety control component of a rail transit signal system.

[0031] The signal system is the eyes and ears of the rail transit transportation system and a powerful tool to ensure operational safety and improve transportation efficiency. Once a serious failure occurs in the signal system, the entire rail transit transportation system will be paralyzed, causing significant losses to the national economy. Therefore, the rail transit signal system has relatively high safety requirements and needs to be monitored and controlled.

[0032] like Figure 1 As shown, the present invention provides a safety control component for a rail transit signal system, and the safety control component for the rail transit signal system includes: a power supply component 10 , a first forward circuit 20 and a second forward circuit 30 .

[0033] The safety control component is a safety AND gate circuit, which is mainly used to monitor the first pulse signal and the second pulse signal of the rail transit signal system. When an abnormality occurs in one of the first pulse signal or the second pulse signal, it can respond in time and make corresponding feedback.

[0034] Among them, Figure 2 As shown, the first forward circuit 20 includes a first optocoupler element and a first transformer HFT1, the first optocoupler element has an input end for inputting a first pulse signal of a rail transit signal system, and the output end of the first optocoupler element and the output end of the power supply component 10 are both electrically connected to the input end of the first transformer HFT1.

[0035] It can be understood that the first optocoupler element can achieve electrical isolation between the safety control component and the rail transit signal system. The first optocoupler element belongs to an optocoupler, also known as a photoelectric isolator or a photoelectric coupler, referred to as an optocoupler, which is a device that uses light as a medium to transmit electrical signals. Usually, the light emitter and the light receiver are packaged in the same tube shell. When an electrical signal is applied to the input end, the light emitter emits light, and the light receiver generates a photocurrent after receiving the light, which flows out from the output end, thereby realizing "electric-light-electric" control. The optocoupler transmits electrical signals using light as a medium, and has a good isolation effect on input electrical signals and output electrical signals.

[0036] The first transformer HFT1 is a high-frequency transformer, and the first transformer HFT1 is used to step down the voltage output by the power supply component 10. Here, the output end of the first optocoupler element and the output end of the power supply component 10 are electrically connected to the input end of the first transformer HFT1. The first optocoupler element performs calculation processing on the first pulse signal, and the output electrical signal can reflect the control information carried by the first pulse signal. Here, the electrical signal output by the first optocoupler element can proportionally regulate the voltage input from the power supply component 10 to the input end of the first transformer HFT1, that is, the input voltage of the input end of the first transformer HFT1 is controlled by the first pulse signal.

[0037] like Figure 3 As shown, the second forward circuit 30 includes a second optocoupler element and a second transformer HFT2, the second optocoupler element has an input end for inputting a second pulse signal of a rail transit signal system, the output end of the first transformer HFT1 is electrically connected to the input end of the second optocoupler element, the output end of the second optocoupler element and the output end of the power supply assembly 10 are both electrically connected to the input end of the second transformer HFT2, and the second transformer HFT2 has an output end for electrically connecting to a relay of the rail transit signal system.

[0038] It can be understood that the second optocoupler element can also achieve electrical isolation between the safety control component and the rail transit signal system. The second optocoupler element also belongs to an optocoupler, also known as a photoelectric isolator or a photoelectric coupler, referred to as an optocoupler, which is a device that uses light as a medium to transmit electrical signals. Usually, the light emitter and the light receiver are packaged in the same tube shell. When an electrical signal is applied to the input end, the light emitter emits light, and the light receiver generates a photocurrent after receiving the light, which flows out from the output end, thereby realizing "electric-light-electric" control. The optocoupler uses light as a medium to transmit electrical signals, and has a good isolation effect on input electrical signals and output electrical signals.

[0039] The second transformer HFT2 is also a high-frequency transformer. The second transformer HFT2 is also used to step down the voltage output by the power supply component 10. Here, the input end of the second optocoupler is electrically connected to the output end of the first transformer HFT1. The input end of the second optocoupler is simultaneously connected to the second pulse signal. Then, the electrical signal output by the second optocoupler is doubly affected by the first pulse signal and the second pulse signal, and can reflect the control information carried by the first pulse signal and the control information carried by the second pulse signal. Here, the electrical signal output by the second optocoupler can proportionally regulate the voltage input from the power supply component 10 to the input end of the second transformer HFT2, that is, the input voltage at the input end of the second transformer HFT2 is actually doubly affected by the first pulse signal and the second pulse signal.

[0040] The first pulse signal and the second pulse signal may both be PWM signals. The first pulse signal may be recorded as PWM1, and the second pulse signal may be recorded as PWM2.

[0041] The transformation ratio of the second transformer HFT2 remains unchanged, so the input voltage will directly affect the output result RELAY of the second transformer HFT2 when it is affected by the first pulse signal and the second pulse signal. The output end of the second transformer HFT2 is connected to the relay of the rail transit signal system. Then, when one or both of the first pulse signal or the second pulse signal is abnormal, the output voltage of the second transformer HFT2 will also be abnormal, so that the rail transit signal system can be directly cut off.

[0042] That is to say, the safety control component will only work normally when the first pulse signal and the second pulse signal are normal. When the first pulse signal or the second pulse signal cannot work normally, the protection function of the safety control component will be triggered, thereby achieving high reliability and safety.

[0043] Of course, the correspondence between the power-on state of the relay of the rail transit signal system and the output voltage of the second transformer HFT2 can also be set, so that the operation of the rail transit signal system can be controlled by monitoring the first pulse signal and the second pulse signal.

[0044] The devices for monitoring and controlling rail transit signal systems in the prior art have a slow response to pulse signals and an inaccurate judgment, and are unable to accurately and efficiently control rail transit signal systems, and have poor reliability.

[0045] The safety control component of the rail transit signal system provided by the present invention, by setting up a first forward circuit 20 and a second forward circuit 30, isolates and monitors the first pulse signal and the second pulse signal, and controls the rail transit signal system under the dual influence of the first pulse signal and the second pulse signal, thereby improving the response speed to the pulse signal, accurately and efficiently controlling the rail transit signal system, and improving safety and reliability.

[0046] like Figure 2 As shown, in some embodiments, the first forward circuit 20 further includes: a bipolar junction transistor, a first diode D1 and a second diode D2.

[0047] A bipolar junction transistor (BJT) is an electronic device with three terminals, made of three parts of semiconductors with different doping levels. The charge flow in the transistor is mainly due to the diffusion and drift motion of carriers at the PN junction.

[0048] The output end of the first optical coupling element is electrically connected to the base of the bipolar junction transistor, the input end of the first transformer HFT1 is electrically connected to the collector of the bipolar junction transistor, and the emitter of the bipolar junction transistor is electrically connected to the negative electrode of the power supply component 10.

[0049] The cathode of the first diode D1 is electrically connected to the input end of the first transformer HFT1 , and the anode of the first diode D1 is electrically connected to the negative electrode of the power supply assembly 10 .

[0050] The high level of the first pulse signal PWM1 can turn on the BJT, and the low level can turn off the BJT. When the BJT is turned on, the input end of the first transformer HFT1 is turned on, and a magnetic flux is generated inside the first transformer HFT1. When the BJT is turned off, the input end of the first transformer HFT1 is no longer turned on, and the first transformer HFT1 and the first diode D1 constitute a magnetic flux reset circuit to complete the demagnetization function.

[0051] An anode of the second diode D2 is electrically connected to the output end of the first transformer HFT1 , and a cathode of the second diode D2 is electrically connected to the input end of the second optocoupler element.

[0052] The second diode D2 can output a DC voltage as a power source for the second optical coupling element.

[0053] In some embodiments, the operating frequency of the first transformer HFT1 may be consistent with the operating frequency of the first pulse signal, for example, may be 40 kHz.

[0054] like Figure 2 As shown, in some embodiments, the first transformer HFT1 includes: a first winding 21 , a second winding 22 and a third winding 23 .

[0055] The same-name end of the first winding 21 is electrically connected to the positive pole of the power supply component 10, and the non-same-name end of the first winding 21 is electrically connected to the collector of the bipolar junction transistor; the same-name end of the second winding 22 is electrically connected to the cathode of the first diode D1, and the non-same-name end of the second winding 22 is electrically connected to the positive pole of the power supply component 10; the same-name end of the third winding 23 is electrically connected to the anode of the second diode D2, and the non-same-name end of the third winding 23 is electrically connected to the negative pole of the power supply component 10.

[0056] It can be understood that the high level of the first pulse signal PWM1 can turn on the BJT, and the low level can turn off the BJT. When the BJT is turned on, the first winding 21 is turned on, a magnetic flux is generated inside the first transformer HFT1, and the third winding 23 outputs a voltage; when the BJT is turned off, the first winding 21 is no longer turned on, and the output voltage of the third winding 23 is 0. At this time, the second winding 22 and the first diode D1 constitute a magnetic flux reset circuit to complete the demagnetization function, and the second diode D2 outputs a DC voltage as the power supply of the second optocoupler element.

[0057] The output voltage of the power supply component 10 can be 24V, the operating voltage of the first winding 21 can be 24V, the operating voltage of the second winding 22 can be 24V, the operating voltage of the third winding 23 can be 12V, the capacity of the first transformer HFT1 can be 0.8W, the BJT can be made of silicon material, and the BJT can be NPN type.

[0058] like Figure 2 As shown, in some embodiments, the first forward circuit 20 further includes: a first resistor R1.

[0059] One end of the first resistor R1 is electrically connected to the emitter of the bipolar junction transistor, and the other end of the first resistor R1 is electrically connected to the negative electrode of the power supply assembly 10 .

[0060] It can be understood that the emitter of the bipolar junction transistor is electrically connected to the negative electrode of the power supply component 10 through the first resistor R1. The first resistor R1 can limit the current, play a current limiting and protective role, and prevent the BJT from being burned.

[0061] like Figure 3 As shown, in some embodiments, the second forward circuit 30 further includes: a metal oxide semiconductor field effect transistor, a third diode D3 and a fourth diode D4.

[0062] Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET) is a field-effect transistor that can be widely used in analog and digital circuits. According to the polarity of the channel, metal-oxide-semiconductor field-effect transistors can be divided into N-channel type with a majority of electrons and P-channel type with a majority of holes, which are usually called N-type metal-oxide-semiconductor field-effect transistors (NMOSFET) and P-type metal-oxide-semiconductor field-effect transistors (PMOSFET).

[0063] The output end of the second optocoupler element is electrically connected to the gate of the MOSFET, the input end of the second transformer HFT2 is electrically connected to the drain of the MOSFET, and the source of the MOSFET is electrically connected to the negative electrode of the power supply component 10.

[0064] A cathode of the third diode D3 is electrically connected to the input end of the second transformer HFT2 , and an anode of the third diode D3 is electrically connected to the negative electrode of the power supply assembly 10 .

[0065] The high level of the second pulse signal PWM2 can turn on the MOSFET, and the low level can turn off the MOSFET. When the MOSFET is turned on, the input end of the second transformer HFT2 is turned on, a magnetic flux is generated inside the second transformer HFT2, and the output end of the second transformer HFT2 outputs a voltage. When the MOSFET is turned off, the input end of the second transformer HFT2 is no longer turned on, and the output voltage of the output end of the second transformer HFT2 is 0. At this time, the second transformer HFT2 and the third diode D3 constitute a magnetic flux reset circuit to complete the demagnetization function.

[0066] An anode of the fourth diode D4 is electrically connected to the output end of the second transformer HFT2, and a cathode of the fourth diode D4 is electrically connected to a relay of the rail transit signal system.

[0067] In some embodiments, the operating frequency of the second transformer HFT2 may be consistent with the operating frequency of the second pulse signal, for example, may be 100 kHz.

[0068] In some embodiments, the operating frequency of the second transformer HFT2 is 2.5 times the operating frequency of the first transformer HFT1. When the operating frequency of the second pulse signal PWM2 is close to the operating frequency of the first pulse signal PWM1, the second transformer HFT2 is completely saturated and cannot work normally, thereby triggering the protection function of the safety control component. Only when the first pulse signal PWM1 and the second pulse signal PWM2 are normal, the safety control component can work normally to achieve high reliability and safety.

[0069] like Figure 3 As shown, in some embodiments, the second transformer HFT2 includes: a fourth winding 31 , a fifth winding 32 and a sixth winding 33 .

[0070] Among them, the same-name end of the fourth winding 31 is electrically connected to the positive pole of the power supply component 10, and the non-same-name end of the fourth winding 31 is electrically connected to the drain of the metal oxide semiconductor field effect transistor; the same-name end of the fifth winding 32 is electrically connected to the cathode of the third diode D3, and the non-same-name end of the fifth winding 32 is electrically connected to the positive pole of the power supply component 10; the same-name end of the sixth winding 33 is electrically connected to the anode of the fourth diode D4, and the non-same-name end of the sixth winding 33 is used to be electrically connected to the relay of the rail transit signal system.

[0071] It can be understood that the high level of the second pulse signal PWM2 can turn on the MOSFET, and the low level can turn off the MOSFET. When the MOSFET is turned on, the fourth winding 31 is turned on, a magnetic flux is generated inside the second transformer HFT2, and the sixth winding 33 outputs a voltage. When the MOSFET is turned off, the fourth winding 31 is no longer turned on, and the output voltage of the sixth winding 33 is 0. At this time, the fifth winding 32 and the third diode D3 constitute a magnetic flux reset circuit to complete the demagnetization function.

[0072] The cathode of the fourth diode D4 and the non-same-name end of the sixth winding 33 together constitute the output port of the second forward circuit 30 , which is electrically connected to the relay of the rail transit signal system and can control the on and off of the rail transit signal system.

[0073] The output voltage of the power supply component 10 can be 24V, the operating voltage of the fourth winding 31 can be 24V, the operating voltage of the fifth winding 32 can be 24V, the operating voltage of the sixth winding 33 can be 28V, the capacity of the second transformer HFT2 can be 3W, the MOSFET can be made of silicon material, and the MOSFET can be an N-channel enhancement type.

[0074] like Figure 3 As shown, in some embodiments, the second forward circuit 30 further includes: a second resistor R2.

[0075] One end of the second resistor R2 is electrically connected to the source of the MOSFET, and the other end of the second resistor R2 is electrically connected to the negative electrode of the power supply component 10 .

[0076] It can be understood that the source of the MOSFET is electrically connected to the negative electrode of the power supply component 10 through the second resistor R2. The second resistor R2 can limit the current and play a role in current limiting and protection to prevent the MOSFET from being burned.

[0077] like Figure 1 and Figure 4 As shown, in some embodiments, the safety control component of the rail transit signal system further includes: a temperature detection component 40.

[0078] The distance between the temperature measuring probe of the temperature detection component 40 and the first forward circuit 20 or the second forward circuit 30 is within the target distance threshold range, the input end of the temperature detection component 40 is electrically connected to the power supply component 10, and the temperature detection component 40 has an output end for electrically connecting to the rail transit signal system.

[0079] It can be understood that the target distance threshold can be 0 to 10 cm, that is, the temperature probe of the temperature detection component 40 is close to the first forward circuit 20 or the second forward circuit 30, and the first forward circuit 20, the second forward circuit 30 and the power supply component 10 can also be close to each other. The temperature probe of the temperature detection component 40 can detect the temperature value TEM of the entire safety control component and feed back the temperature value TEM to the rail transit signal system. The rail transit signal system can make corresponding feedback based on the temperature value TEM, and can cut off the safety control component when the temperature value TEM exceeds the target temperature threshold.

[0080] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0081] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0082] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A safety control component for a rail transit signal system, characterized in that: include: Power supply components; a first forward circuit, the first forward circuit comprising a first optocoupler element and a first transformer, the first optocoupler element having an input end for inputting a first pulse signal of a rail transit signal system, and an output end of the first optocoupler element and an output end of the power supply assembly are both electrically connected to an input end of the first transformer; a second forward-pulse circuit, the second forward-pulse circuit comprising a second optocoupler element and a second transformer, the second optocoupler element having an input end for inputting a second pulse signal of a rail transit signal system, an output end of the first transformer being electrically connected to the input end of the second optocoupler element, an output end of the second optocoupler element and an output end of the power supply assembly being electrically connected to the input end of the second transformer, and the second transformer having an output end for electrically connecting to a relay of the rail transit signal system; The first forward circuit further includes: A bipolar junction transistor, wherein the output end of the first optical coupling element is electrically connected to the base of the bipolar junction transistor, the input end of the first transformer is electrically connected to the collector of the bipolar junction transistor, and the emitter of the bipolar junction transistor is electrically connected to the negative electrode of the power supply component; a first diode, wherein a cathode of the first diode is electrically connected to an input end of the first transformer, and an anode of the first diode is electrically connected to a negative electrode of the power supply component; a second diode, wherein an anode of the second diode is electrically connected to an output end of the first transformer, and a cathode of the second diode is electrically connected to an input end of the second optical coupling element; The second forward circuit further includes: A metal oxide semi-conductor field effect transistor, wherein the output end of the second optical coupling element is electrically connected to the gate of the metal oxide semi-conductor field effect transistor, the input end of the second transformer is electrically connected to the drain of the metal oxide semi-conductor field effect transistor, and the source of the metal oxide semi-conductor field effect transistor is electrically connected to the negative electrode of the power supply component; a third diode, wherein a cathode of the third diode is electrically connected to the input end of the second transformer, and an anode of the third diode is electrically connected to the negative electrode of the power supply assembly; a fourth diode, wherein an anode of the fourth diode is electrically connected to the output end of the second transformer, and a cathode of the fourth diode is electrically connected to a relay of the rail transit signal system; The operating frequency of the first transformer is the same as the operating frequency of the first pulse signal; Alternatively, the operating frequency of the second transformer is the same as the operating frequency of the second pulse signal; The operating frequency of the second transformer is 2.5 times the operating frequency of the first transformer.

2. The safety control component of the rail transit signal system according to claim 1, characterized in that: The first transformer comprises: A first winding, wherein a same-name end of the first winding is electrically connected to the positive electrode of the power supply component, and a non-same-name end of the first winding is electrically connected to the collector of the bipolar junction transistor; a second winding, wherein a same-name end of the second winding is electrically connected to the cathode of the first diode, and a non-same-name end of the second winding is electrically connected to the positive electrode of the power supply component; The third winding, the same-name end of the third winding is electrically connected to the anode of the second diode, and the non-same-name end of the third winding is electrically connected to the negative electrode of the power supply component.

3. The safety control component of the rail transit signal system according to claim 1, characterized in that: The first forward circuit further includes: A first resistor, one end of the first resistor is electrically connected to the emitter of the bipolar junction transistor, and the other end of the first resistor is electrically connected to the negative electrode of the power supply component.

4. The safety control component of the rail transit signal system according to claim 1, characterized in that: The second transformer comprises: a fourth winding, wherein a same-name end of the fourth winding is electrically connected to the positive electrode of the power supply component, and a non-same-name end of the fourth winding is electrically connected to the drain electrode of the metal oxide semi-field effect transistor; a fifth winding, wherein a same-name end of the fifth winding is electrically connected to the cathode of the third diode, and a non-same-name end of the fifth winding is electrically connected to the positive electrode of the power supply component; A sixth winding, wherein the same-name end of the sixth winding is electrically connected to the anode of the fourth diode, and the non-same-name end of the sixth winding is used to be electrically connected to the relay of the rail transit signal system.

5. The safety control component of the rail transit signal system according to claim 1, characterized in that: The second forward circuit further includes: A second resistor, one end of the second resistor is electrically connected to the source of the metal oxide semi-conductor field effect transistor, and the other end of the second resistor is electrically connected to the negative electrode of the power supply component.

6. The safety control component of the rail transit signal system according to any one of claims 1 to 2, characterized in that: Also includes: A temperature detection component, wherein the distance between the temperature measuring probe of the temperature detection component and the first forward circuit or the second forward circuit is within a target distance threshold range, the input end of the temperature detection component is electrically connected to the power supply component, and the temperature detection component has an output end for electrically connecting to the rail transit signal system.

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