Driver alert control circuit and device and train system

Abstract

The invention discloses a driver vigilance control circuit, a driver vigilance control device and a train system, and relates to the field of trains, when a train is shunted forwards, a driver in a first cab only needs to execute vigilance operation to ensure the safety of the train, and at the moment, a first vigilance prompt module only needs to be controlled according to the working state of a first vigilance device switch; when the train is shunted backwards, a lookout person needs to be arranged in the second cab to ensure the safety of the rear end of the train, and personnel in the first cab and the second cab need to execute vigilance operation to ensure the safety of the train. At the moment, the first vigilance prompt module needs to be controlled according to the working states of the first vigilance device switch and the second vigilance device switch. The control module is arranged to execute different control strategies in different working states of the train, so that different requirements of drivers, lookout personnel or safety personnel in different cabs on operating the vigilance device in different running scenes of shunting and reconnection rescue are met, and the running safety of the train is ensured.

Description

Technical Field

[0001] The invention relates to the field of trains, and in particular to a driver alertness control circuit, a device and a train system. Background Art

[0002] When the train is manually driven, in order to ensure that the driver continues to control the train, a driver alert control circuit and a corresponding alert device will be set. When the driver does not operate the alert device continuously or intermittently according to a specific rule, the driver alert control circuit will trigger the alert function, thereby triggering the emergency brake of the train to stop, to ensure the safety of the driver, passengers and train. However, the driver alert control circuit set in the prior art can only play a role when a single train is manually driven forward or running backward for a short distance, and does not consider the alert function setting in scenarios such as long-distance shunting operation of a single train manually driven within the yard, resulting in certain safety hazards in the train. Summary of the invention

[0003] The purpose of the present invention is to provide a driver alert control circuit, device and train system, which can realize different requirements of drivers, lookouts or safety officers in different driver's cabs for operating alert devices in different operating scenarios by setting control modules to execute different control strategies under different working conditions of the train, thereby ensuring the safety of train operation.

[0004] In order to solve the above technical problems, the present invention provides a driver alertness control circuit, which is applied to a first train, wherein the first train includes a first driver's cab arranged at the front end of the first train and a second driver's cab arranged at the rear end of the first train; the driver alertness control circuit includes:

[0005] A first alert device switch disposed in the first driver's cab;

[0006] A second alert device switch disposed in the second driver's cab, the first end of which is connected to the second end of the first alert device switch;

[0007] A control module, whose input ends are respectively connected to the first end of the first alert device switch, the second end of the first alert device switch and the second end of the second alert device switch, and is used for controlling the first alert prompt module not to perform a prompt operation when the first alert device switch is turned on when the first train is shunting forward, and controlling the first alert prompt module to perform a prompt operation when the first alert device switch is turned off; when the first train is shunting backward, controlling the first alert prompt module not to perform a prompt operation when both the first alert device switch and the second alert device switch are turned on, and controlling the first alert prompt module to perform a prompt operation when the first alert device switch is turned off or the second alert device switch is turned off.

[0008] Optionally, the control module includes:

[0009] A first occupancy switch is provided in the first driver's cab, the first end of which is respectively connected to the power supply and the first end of the first alert device switch, and is used for shutting off when there is a driver in the first driver's cab, and conducting when there is no driver in the first driver's cab;

[0010] A first shunting switch disposed in the first driver's cab, used to be turned off when the first train is shunting, and turned on when the first train is not shunting;

[0011] a first forward travel switch disposed in the first driver's cab, the first end of which is respectively connected to the second end of the first occupation switch and the first end of the first shunting switch, and is used to be turned off when the first train is moving forward, and turned on when the first train is not moving forward;

[0012] A second shunting switch disposed in the second driver's cab, configured to be turned off when the first shunting switch is turned off, and turned on when the first shunting switch is turned on;

[0013] A second forward travel switch is arranged in the second driver's cab, and its first end is respectively connected to the first end of the second alert device switch, the first end of the second shunting switch, the second end of the first alert device switch, the second end of the first shunting switch and the second end of the first forward travel switch, and is used to be turned off when the first train is traveling backward and turned on when the first train is not traveling backward.

[0014] Optionally, the control module further includes:

[0015] A first backward travel switch is arranged in the first driver's cab, the first end of which is respectively connected to the second end of the first alert device switch, the second end of the first shunting switch and the second end of the first forward travel switch, and the second end of which is respectively connected to the first end of the second alert device switch, the first end of the second shunting switch and the first end of the second forward travel switch, for being turned on when the first train is traveling backward, and turned off when the first train is not traveling backward;

[0016] A second backward travel switch is arranged in the second driver's cab, and its first end is respectively connected to the second end of the second alert device switch, the second end of the second shunting switch and the second end of the second forward travel switch, and is used to be turned on when the first forward travel switch is turned off, and turned off when the first forward travel switch is turned on.

[0017] Optionally, if the first train and the second train establish a reconnection rescue; the driver alert control circuit further includes:

[0018] a third alert device switch disposed in the first driver's cab, wherein the first end is respectively connected to the second end of the first alert device switch, the second end of the first shunting switch, the second end of the first forward travel switch, and the first end of the first backward travel switch, and the second end is respectively connected to the second end of the first backward travel switch, the first end of the second alert device switch, the first end of the second shunting switch, and the first end of the second forward travel switch;

[0019] The control module is also used for, when the first train pushes the second train forward, controlling the first alert prompt module not to perform the prompt operation when the first alert device switch and the third alert device switch are both turned on, and controlling the first alert prompt module to perform the prompt operation when the first alert device switch or the third alert device switch is turned off; when the first train pulls the second train forward from the front, controlling the first alert prompt module not to perform the prompt operation when the second alert device switch is turned on, and controlling the first alert prompt module to perform the prompt operation when the second alert device switch is turned off; when the first train pulls the second train forward from the front and needs to run backward during the operation, controlling the first alert prompt module not to perform the prompt operation when the second alert device switch and the third alert device switch are both turned on, and controlling the first alert prompt module to perform the prompt operation when the second alert device switch or the third alert device switch is turned off.

[0020] Optionally, also include:

[0021] A circuit connection module, the input end of which is connected to the alert operation button in the second train, and the output end of which is connected to the input end of the control module, is used to establish a circuit connection between the control module of the first train and the alert operation button in the second train when the first train and the second train establish reconnection rescue, so as to determine the switch state of the third alert device switch; when the first train and the second train do not establish reconnection rescue, disconnect the circuit connection between the control module of the first train and the alert operation button in the second train.

[0022] Optionally, the control module further includes:

[0023] a first reconnection switch provided in the first driver's cab, the first end of which is respectively connected to the first end of the third alert device switch, the second end of the first alert device switch, the second end of the first shunting switch, the second end of the first forward travel switch, and the first end of the first backward travel switch, and is used to be turned off when the first train is reconnected with the second train through the first driver's cab, and turned on when the first train is not reconnected with the second train through the first driver's cab;

[0024] a second reconnection switch provided in the second driver's cab, the first end of which is respectively connected to the second end of the second alert device switch, the second end of the second shunting switch, the second end of the second forward travel switch and the first end of the second backward travel switch, and the second end is connected to the second end of the second backward travel switch, and is used to be turned off when the first train is reconnected with the second train through the second driver's cab, and turned on when the first train is not reconnected with the second train through the second driver's cab;

[0025] A second occupancy switch is arranged in the second driver's cab, and the first end is respectively connected to the first end of the second alert device switch, the second end of the third alert device switch, the second end of the first backward travel switch and the second end of the first reconnection switch, and the second end is respectively connected to the first end of the second shunting switch and the first end of the second forward travel switch, and is used to shut off when there is a driver in the second driver's cab, and to turn on when there is no driver in the second driver's cab.

[0026] Optionally, the control module further includes:

[0027] A fourth alert device switch is arranged in the second driver's cab, and the first end is respectively connected to the second end of the second alert device switch, the second end of the second shunting switch, the second end of the second forward travel switch, the first end of the second backward travel switch and the first end of the second multi-connection switch, and the second end is respectively connected to the second end of the second multi-connection switch and the second end of the second backward travel switch.

[0028] To solve the above technical problems, the present invention also provides a driver alertness control device, including a first alertness prompt module and the driver alertness control circuit as described above, wherein the control end of the first alertness prompt module is connected to the output end of the driver alertness control circuit.

[0029] Optionally, the alert prompt module includes:

[0030] a first coil, a first end of which is grounded and a second end of which is connected to an output end of the driver alertness control circuit;

[0031] A normally closed contact, used to open when the control result output by the driver alert control circuit is not to perform a prompt operation, and to close when the control result output by the driver alert control circuit is to perform a prompt operation;

[0032] A prompting device connected in series with the normally closed contact.

[0033] In order to solve the above technical problems, the present invention also provides a train system, including a train and the driver alertness control device as described above.

[0034] The present invention provides a driver alert control circuit, including a first alert device switch, a second alert device switch and a control module, wherein the on or off state of the first alert device switch and the second alert device switch can indicate whether the driver has performed a prescribed operation. In different working states of the train, the requirements for the switch states of the first alert device switch and the second alert device switch are also different. When the train is shunting forward, only the driver in the first driver's cab needs to perform alert operations to ensure the safety of the train. At this time, it is only necessary to control the first alert prompt module according to the working state of the first alert device switch; when the train is shunting backward, it is also necessary to set a lookout in the second driver's cab to ensure the safety of the rear end of the train. Therefore, it is necessary to control the first alert prompt module according to the working state of the first alert device switch and the second alert device switch. By setting the control module to execute different control strategies in different working states of the train, different requirements for drivers, lookouts or safety officers in different driver's cabs to operate alert devices in different operation scenarios are realized to ensure the safety of train operation.

[0035] The present invention also provides a driver alertness control device and a train system, which have the same beneficial effects as the above-mentioned driver alertness control circuit. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the prior art and the drawings required for use in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0037] Figure 1 A schematic diagram of the structure of a driver alertness control circuit provided by the present invention;

[0038] Figure 2 A schematic diagram of the structure of a driver alertness control device provided by the present invention;

[0039] Figure 3 A schematic diagram of the structure of a driver alert control device in a train forward shunting state provided by the present invention;

[0040] Figure 4 A schematic structural diagram of a driver alert control device in a train shunting state provided by the present invention;

[0041] Figure 5 A schematic diagram of the structure of another driver alertness control device provided by the present invention;

[0042] Figure 6 A schematic structural diagram of a driver alert control device in a first reconnection state of a train provided by the present invention;

[0043] Figure 7 A schematic diagram of the structure of the driver alert control device in the second train reconnection state provided by the present invention;

[0044] Figure 8 A schematic structural diagram of a driver alert control device in a third train reconnection state provided by the present invention. DETAILED DESCRIPTION

[0045] The core of the present invention is to provide a driver alert control circuit, device and train system. By setting the control module to execute different control strategies under different working conditions of the train, different requirements for drivers, lookouts or safety officers in different driver's cabs to operate the alert device in different operating scenarios are met to ensure the safety of train operation.

[0046] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments 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.

[0047] Please refer to Figure 1 , Figure 1 A schematic diagram of a driver alert control circuit provided by the present invention; please refer to Figure 2 , Figure 2 A schematic diagram of a driver alertness control device provided by the present invention; To solve the above technical problems, the present invention provides a driver alertness control circuit, which is applied to a first train, wherein the first train includes a first driver's cab arranged at the front end of the first train and a second driver's cab arranged at the rear end of the first train; the driver alertness control circuit includes:

[0048] The first alert device switch Q1 is arranged in the first driver's cab;

[0049] A second alert device switch Q2 disposed in the second driver's cab, a first end of which is connected to a second end of the first alert device switch Q1;

[0050] The control module 1 has an input end respectively connected to the first end of the first alert device switch Q1, the second end of the first alert device switch Q1 and the second end of the second alert device switch Q2, and is used for controlling the first alert prompt module not to perform the prompt operation when the first alert device switch Q1 is turned on when the first train is shunting forward, and controlling the first alert prompt module to perform the prompt operation when the first alert device switch Q1 is turned off; when the first train is shunting backward, controlling the first alert prompt module not to perform the prompt operation when both the first alert device switch Q1 and the second alert device switch Q2 are turned on, and controlling the first alert prompt module to perform the prompt operation when the first alert device switch Q1 is turned off or the second alert device switch Q2 is turned off.

[0051] Specifically, during the actual operation of the train, the train may be shunted for purposes such as changing lines, entering and exiting sections, etc. During the shunting operation, the driver of the train is also required to operate the alert device to ensure the safety of the train operation. When the train is shunted forward, it is only necessary to ensure the safety of the front of the train. Therefore, as long as the driver in the first driver's cab operates normally, the safety of the entire train operation process can be ensured. There is no need for the second driver's cab to operate, and there is no need to set up personnel in the second driver's cab; therefore, at this time, the control module 1 only needs to determine whether the first alert device switch Q1 is operated to ensure the normal operation of the driver in the first driver's cab. When the train is shunted backward, since the driver operates in the first driver's cab, it is difficult to observe the situation behind the train. At this time, a lookout needs to be set up in the second driver's cab to observe the situation behind the train. At this time, the driver of the first driver's cab and the lookout in the second driver's cab need to cooperate with each other to ensure the safety of the train in the backward shunting process; therefore, at this time, the control module 1 needs to simultaneously determine whether the first alert device switch Q1 and the second alert device switch Q2 are operated to ensure the normal operation of the driver in the first driver's cab and the lookout in the second driver's cab.

[0052] It should be noted that the first alert device switch Q1 and the second alert device switch Q2 are switch devices linked to the alert operating device set in the driver's cab. The alert operating device is a device that needs to be operated by the driver. When the driver or the lookout in the driver's cab operates the alert operating device according to the preset rules, the corresponding alert device switch will be turned on. If the driver or the lookout in the driver's cab does not operate the alert operating device according to the preset rules, the corresponding alert device switch will be turned off; thus, the control circuit judges whether the personnel in the driver's cab accurately operate the corresponding alert operating device through the alert device switch, thereby determining whether the personnel in the driver's cab are working normally. The specific type and implementation method of the first alert device switch Q1 and the second alert device switch Q2 are not specifically limited in this application, and can be implemented by switch devices such as relay contacts. The alert operating device set in the driver's cab and the corresponding preset operating rules can be set and adjusted according to the actual application requirements of the train, and the application does not make special restrictions here. The alert operating device can be implemented by a alert operating button or a similar type of device.

[0053] It is understandable that the front and rear ends of the first train are determined according to the main driving direction of the train during the current driving process, and are not limited to which end of the train, and can be defined according to the actual driving conditions and the driver's orientation. This application does not make any special limitations here. For example, when the train travels from west to east, the driver will drive the train at one end of the train close to the east side. The end of the train close to the east side is defined as the front end, and the other end of the train close to the west side is defined as the rear end; the forward and backward movement of the train is determined according to the driver's orientation. For example, when the driver is in the first driver's cab, the forward movement of the first train refers to the process of traveling from the rear end direction to the front end direction, and the backward movement refers to the process of traveling from the front end direction to the rear end direction. In this application, the driver of the first train is in the first driver's cab by default.

[0054] It is not difficult to understand that, considering that the control module 1 usually needs to use the power supply VCC to generate the corresponding control signal, the first end of the first alert device switch Q1 is connected to the power supply VCC and connected to the input end of the control module 1 at the same time, so that the control module 1 can generate the control signal; in actual applications, the control module 1 can also generate the control signal in other ways, not limited to the method of connecting the power supply VCC in this embodiment. The specific type and implementation method of the power supply VCC and the control module 1 are not particularly limited in this application. The specific type and implementation method of the first alert prompt module and the prompt operation performed by it are not particularly limited in this application.

[0055] As a specific embodiment, Figure 2As shown, the first alert prompt module includes two mutually redundant first coils KM1. When the drivers of the first driver's cab and / or the second driver's cab operate the alert device according to the preset rules, the first alert device switch Q1 and the second alert device switch Q2 perform corresponding actions. At this time, the control module 1 will determine the first alert device switch Q1 and / or the second alert device switch Q2 that need to be activated in the current operating state according to the different operating states of the train, and control the connection state between the power supply VCC and the first coil KM1 according to the action of the first alert device switch Q1 and / or the second alert device switch Q2. If the action of the first alert device switch Q1 and / or the second alert device switch Q2 conforms to the current operating state of the train, the control module 1 connects the power supply VCC and the first coil KM1, and the first coil KM1 will not trigger the alert function after being energized, and the first alert prompt module will not perform the prompt operation; if the action of the first alert device switch Q1 and / or the second alert device switch Q2 does not conform to the current operating state of the train, the control module 1 cuts off the power supply VCC and the first coil KM1, and the first coil KM1 loses power when the alert function is triggered, and the first alert prompt module performs the prompt operation.

[0056] It should be noted that the present application can be applied to various types of trains. There are multiple implementation methods for the specific types of trains and application scenarios, etc. The present application does not make any special restrictions here, and it can be specifically urban rail vehicles, etc. Therefore, the present application can provide a driver alert control circuit that adapts to multiple scenarios of urban rail vehicles, and automatically identifies the running status of the train by setting a control module 1. Specifically, it can identify running scenarios such as single train shunting or two trains reconnecting rescue (pushing or pulling), and can distinguish the driver alert control circuits in different running scenarios according to the safety function requirements, and judge the safety status of the current train according to the corresponding alert operation feedback, and finally realize the different requirements for drivers, lookouts or safety officers in different driver's cabs to operate the driver alert device in different running scenarios, and eliminate the safety hazards of the front or rear driver's cab without a lookout to operate the driver alert device in a specific scenario.

[0057] The present invention provides a driver alert control circuit, comprising a first alert device switch Q1, a second alert device switch Q2 and a control module 1, wherein the on or off state of the first alert device switch Q1 and the second alert device switch Q2 can indicate whether the driver has performed a prescribed operation. In different working states of the train, the requirements for the switch states of the first alert device switch Q1 and the second alert device switch Q2 are also different. When the train is shunting forward, only the driver in the first driver's cab needs to perform alert operations to ensure the safety of the train. At this time, it is only necessary to control the first alert prompt module according to the working state of the first alert device switch Q1; when the train is shunting backward, it is also necessary to set a lookout in the second driver's cab to ensure the safety of the rear end of the train. Therefore, it is necessary to control the first alert prompt module according to the working state of the first alert device switch Q1 and the second alert device switch Q2. By setting the control module 1 to perform different control strategies in different working states of the train, different requirements for drivers, lookouts or safety officers in different driver's cabs to operate alert devices in different operation scenarios are realized to ensure the safety of train operation.

[0058] Based on the above embodiments:

[0059] Please refer to Figure 3 , Figure 3 This is a structural schematic diagram of a driver alert control device in a train forward shunting state provided by the present invention; please refer to Figure 4 , Figure 4 A schematic diagram of the structure of a driver alert control device in a train shunting state provided by the present invention; as an optional embodiment, the control module 1 includes:

[0060] A first occupancy switch Z1 is arranged in the first driver's cab, the first end of which is respectively connected to the power supply VCC and the first end of the first alert device switch Q1, and is used to be turned off when there is a driver in the first driver's cab, and turned on when there is no driver in the first driver's cab;

[0061] A first shunting switch D1 disposed in the first driver's cab, used to be turned off when the first train is shunting, and turned on when the first train is not shunting;

[0062] A first forward travel switch K1 disposed in the first driver's cab, the first end of which is respectively connected to the second end of the first occupation switch and the first end of the first shunting switch D1, and is used to be turned off when the first train is moving forward, and turned on when the first train is not moving forward;

[0063] A second shunting switch D2 disposed in the second driver's cab, used to be turned off when the first shunting switch D1 is turned off, and turned on when the first shunting switch D1 is turned on;

[0064] The second forward travel switch K2 is arranged in the second driver's cab, and the first end is respectively connected to the first end of the second alert device switch Q2, the first end of the second shunting switch D2, the second end of the first alert device switch Q1, the second end of the first shunting switch D1 and the second end of the first forward travel switch K1, and is used to be turned off when the first train is traveling backward, and turned on when the first train is not traveling backward.

[0065] It is understandable that the normal operation of the train, shunting or reconnection rescue and other operations can only be realized under the operation of the driver. Therefore, the first occupancy switch Z1 needs to be set in the control module 1 first to ensure that the corresponding control process will not start until there is someone in the first driver's cab. The first occupancy switch Z1 is used to characterize the occupancy status of the first driver's cab. The occupation of the driver's cab is a function and a state, which means that the driver occupies the driver's cab by operating a certain device (switch or key) in the current driver's cab, thereby indicating that the driver will control the train through the current driver's cab; when there is a driver occupying the first driver's cab, that is, when the driver is in the first driver's cab, the corresponding first occupancy switch Z1 is turned off; when there is no driver occupying the first driver's cab, the corresponding first occupancy switch Z1 is turned on.

[0066] On this basis, in order to facilitate identification of the running status of the train, the control module 1 is provided with a first shunting switch D1, a second shunting switch D2, a first forward travel switch K1 and a second forward travel switch K2. The shunting switch can indicate whether the train is currently in the running state of shunting, and the first forward travel switch K1 and the second forward travel switch K2 can indicate the current running direction of the train. When the train needs to perform shunting operations, the driver in the first driver's cab will operate the corresponding shunting button, at which time the first shunting switch D1 is turned off. At the same time, considering that in actual operation, only one of the two driver's cabs is generally equipped with a driver to drive the train, a linkage control is set between the first shunting switch D1 and the second shunting switch D2. When the driver in the first driver's cab operates the shunting button, the first shunting switch D1 and the second shunting switch D2 are simultaneously controlled to be turned off; when the driver in the first driver's cab does not operate the shunting button, the first shunting switch D1 and the second shunting switch D2 are simultaneously turned on. When the train is shunting forward, the driver in the first cab will operate the corresponding forward button. When the driver in the first cab operates the forward button, the first forward travel switch K1 will be controlled to be turned off. When the driver in the first cab does not operate the forward button, the first forward travel switch K1 remains on. When the train is shunting forward, the driver in the first cab will operate the corresponding backward button. When the driver in the first cab operates the backward button, the second forward travel switch K2 will be controlled to be turned off. When the driver in the first cab does not operate the forward button, the second forward travel switch K2 remains on.

[0067] It should be noted that the specific types and implementation methods of the first shunting switch D1, the second shunting switch D2, the first forward travel switch K1, and the second forward travel switch K2 are not particularly limited in this application. They can be implemented by relay contacts and the like. The action process of the switch requires the driver to operate the corresponding button to achieve it, which can directly represent the current running state of the train. There are many options for the implementation of the driver's operating device set in the driver's cab, including the shunting button, the forward button, and the backward button. This embodiment is explained by taking the button as an example. In actual applications, it can also be implemented by operating devices such as knobs. This application does not make any special restrictions here. When other types of operating devices perform corresponding operations, the action state analysis of each switch in the control module 1 is similar to the above description, and this application will not repeat it.

[0068] Specifically, in order to ensure that the train runs with the presence of a driver in the cab, the control module 1 is provided with a first occupancy switch Z1 to indicate whether there is a driver in the first cab. At the same time, the control module 1 is provided with a first shunting switch D1, a second shunting switch D2, a first forward travel switch K1 and a second forward travel switch K2 to indicate the current running status of the train, so that the control module 1 can directly identify whether the train is shunting and the specific running direction of the shunting according to the switch status of these switches, so that the control module 1 executes the corresponding control strategy.

[0069] As an optional embodiment, the control module 1 further includes:

[0070] A first backward travel switch K3 is arranged in the first driver's cab, the first end of which is respectively connected to the second end of the first alert device switch Q1, the second end of the first shunting switch D1 and the second end of the first forward travel switch K1, and the second end of which is respectively connected to the first end of the second alert device switch Q2, the first end of the second shunting switch D2 and the first end of the second forward travel switch K2, for being turned on when the first train is traveling backward, and turned off when the first train is not traveling backward;

[0071] The second backward travel switch K4 is arranged in the second driver's cab, and the first end is respectively connected to the second end of the second alert device switch Q2, the second end of the second shunting switch D2, and the second end of the second forward travel switch K2, and is used for being turned on when the first forward travel switch K1 is turned off, and being turned off when the first forward travel switch K1 is turned on.

[0072] It is not difficult to understand that in order to further distinguish the forward and backward movement of the train, and considering that only the driver in the first driver's cab can accurately judge the running direction of the train, the control module 1 is further provided with a first backward travel switch K3 and a second backward travel switch K4. The first forward travel switch K1 and the first backward travel switch K3 are both provided in the first driver's cab. Based on the operation of the forward button and the backward button by the driver in the first driver's cab, the second forward travel switch K2 and the second backward travel switch K4 are both provided in the second driver's cab. The specific types and implementation methods of the first backward travel switch K3 and the second backward travel switch K4 are not particularly limited in this application, and they can be implemented by relay contacts and the like.

[0073] It should be noted that the forward movement and backward movement of the train in this application both refer to the forward movement and backward movement of the train as a whole. When the train is moving forward, the first driver's cab moves forward, and the second driver's cab is in a backward movement state relative to the first driver's cab at this time; when the train is moving backward, the first driver's cab moves backward, and the second driver's cab is in a forward movement state relative to the first driver's cab at this time. Therefore, the second forward travel switch K2 in the control module 1 is linked to the first backward travel switch K3 and the second backward travel switch K4 is linked to the first forward travel switch K1. When the train is shunting forward, the driver in the first driver's cab operates the forward button, the first forward travel switch K1 is turned off, and the second backward travel switch K4 is turned on accordingly; when the train is not shunting forward, the driver in the first driver's cab will not operate the forward button, the first forward travel switch K1 remains in the default on state, and the second backward travel switch K4 remains in the default off state. When the train is shunted backward, the driver in the first cab operates the backward button, the first backward travel switch K3 is turned on, and the second forward travel switch K2 is turned off; when the train is not shunted backward, the driver in the first cab does not operate the backward button, the first backward travel switch K3 remains in the default off state, and the second forward travel remains in the default on state.

[0074] As a specific embodiment, when a single train is running forward in a long-distance shunting operation in a yard, the switch state in the control circuit is as follows: Figure 3 As shown. In this scenario, the first driver's cab is occupied, the first occupied switch Z1 is switched from the on state to the off state, and the contact states of the first shunting switch D1, the first forward travel switch K1, and the second backward travel switch K4 change. At this time, the driver in the first driver's cab needs to operate the alert device to control the first alert device switch Q1 to turn on, so as to ensure that the first coil KM1 in the first alert prompt module is energized so as not to trigger the alert function. At this time, the power supply circuit connected in the control module 1 is as follows Figure 3 Indicated by the arrow.

[0075] When a single train is running backwards in a long-distance shunting in the yard, the switch status in the control circuit is as follows: Figure 4 As shown. In this scenario, the first driver's cab is occupied, the first occupied switch Z1 is switched from the on state to the off state, and the contact states of the first shunting switch D1, the first backward travel switch K3, and the second forward travel switch K2 change. At this time, the driver in the first driver's cab needs to operate the alert device to control the first alert device switch Q1 to be turned on, and the lookout in the second driver's cab also needs to operate the alert device to control the second alert device switch Q2 to be turned on, to ensure that the first coil KM1 in the first alert prompt module is energized so as not to trigger the alert function. At this time, the power supply circuit connected in the control module 1 is as follows Figure 4 Indicated by the arrow.

[0076] Specifically, in order to ensure the accuracy and reliability of the running status of the train obtained by the control module 1, a first backward driving switch K3 and a second forward driving switch K2 can be added to the first driver's cab to form a linkage control, and a second backward driving switch K4 can be added to the second driver's cab, and the second backward driving switch K4 can be linked to the first forward driving switch K1 in the first driver's cab to form a linkage control, so that the driver in the first driver's cab can directly control the corresponding first forward driving switch K1 and the first backward driving switch K3, thereby improving the accuracy of the running status of the train received by the control module 1.

[0077] Please refer to Figure 5 , Figure 5 A schematic diagram of another driver alert control device provided by the present invention; as an optional embodiment, if the first train and the second train establish a reconnection rescue; the driver alert control circuit also includes:

[0078] A third alert device switch Q3 is arranged in the first driver's cab, wherein the first end is respectively connected to the second end of the first alert device switch Q1, the second end of the first shunting switch D1, the second end of the first forward travel switch K1 and the first end of the first backward travel switch K3, and the second end is respectively connected to the second end of the first backward travel switch K3, the first end of the second alert device switch Q2, the first end of the second shunting switch D2 and the first end of the second forward travel switch K2;

[0079] The control module 1 is also used for controlling the first alert prompt module not to perform the prompt operation when the first alert device switch Q1 and the third alert device switch Q3 are both turned on, and controlling the first alert prompt module to perform the prompt operation when the first alert device switch Q1 is turned off or the third alert device switch Q3 is turned off; when the first train pulls the second train forward from the front, controlling the first alert prompt module not to perform the prompt operation when the second alert device switch Q2 is turned on, and controlling the first alert prompt module to perform the prompt operation when the second alert device switch Q2 is turned off; when the first train pulls the second train forward from the front and needs to run backward during the operation, controlling the first alert prompt module not to perform the prompt operation when the second alert device switch Q2 and the third alert device switch Q3 are both turned on, and controlling the first alert prompt module to perform the prompt operation when the second alert device switch Q2 is turned off or the third alert device switch Q3 is turned off.

[0080] It is not difficult to understand that when there is a need for reconnection rescue of the train, during the reconnection rescue process, it is necessary not only to ensure the safety of the first train, but also to ensure the safety of the operation of the second train. Therefore, at this time, the control module 1 not only needs to judge the action of the first alert device switch Q1 and / or the second alert device switch Q2, but also needs to judge the action of the third alert device switch Q3 to ensure the safety of the second train. This embodiment takes the first train as the leading train for reconnection rescue as an example. In order to facilitate the execution of various reconnection rescue operations, the first driver's cab of the first train will be connected to the second train. The specific type and implementation method of the third alert device switch Q3 are not particularly limited in this application, and can be implemented by relay contacts and the like.

[0081] During the reconnection rescue process, when the first train pushes the second train forward, the driver of the first train needs to control the first train to move forward in the first driver's cab to push the second train forward. At the same time, a lookout needs to be arranged in the second train to observe the specific situation in front of the second train to ensure the safety of the second train in the process of pushing the second train forward. Therefore, the driver of the first train and the lookout in the second train need to work normally at the same time to ensure the safety of the two trains. The control module 1 needs to operate the alert operating device at the same time when the driver in the first train and the lookout in the second train operate the alert operating device, that is, when the first alert device switch Q1 and the third alert device switch Q3 are both turned on, there is no need to execute the alert prompt. As long as any one of the first alert device switch Q1 and the third alert device switch Q3 is turned off, it is necessary to execute the alert prompt to ensure safety.

[0082] It should be noted that in the process of the first train pulling the second train, since the first train has established a connection with the second train through the end where the first driver's cab is located, the driver needs to move to the second driver's cab to operate the driving process of the first train. The forward and backward running at this time refer to the forward and backward directions defined based on the driver's orientation in the second driver's cab, which is actually opposite to the forward and backward directions of the driver in the first driver's cab during the single train shunting process.

[0083] On this basis, when the first train pulls the second train forward from the front, the driver is in the second driver's cab at this time, and only the driver in the second driver's cab is needed to ensure the safety of the driving ahead. Therefore, the control module 1 only needs to operate the alert operating device when the driver in the first train operates the alert operating device, that is, when the second alert device switch Q2 is turned on, the alert prompt can be executed without executing the alert prompt, and when the second alert device switch Q2 is turned off, the alert prompt can be executed to ensure safety. When the first train pulls the second train forward from the front and needs to run backward during the operation, the driver is in the second driver's cab at this time. At the same time, due to the backward running process, a lookout is also needed in the second train to observe the specific situation behind the second train to ensure the safety of the second train during the backward process. Therefore, at this time, the driver in the second driver's cab of the first train and the lookout in the second train need to work normally at the same time to ensure the safety of the two trains. The control module 1 needs to operate the alert operating device at the same time when the driver in the first train and the lookout in the second train operate the alert operating device, that is, when the second alert device switch Q2 and the third alert device switch Q3 are both turned on, there is no need to execute the alert prompt. As long as any one of the second alert device switch Q2 and the third alert device switch Q3 is turned off, it is necessary to execute the alert prompt to ensure safety.

[0084] Specifically, when the first train and the second train establish a reconnection rescue, there will be a variety of different operating states. At this time, under different working states of the trains, the requirements for the switching states of the first alert device switch Q1, the second alert device switch Q2 and the third alert device switch Q3 will be different. Therefore, the control module 1 needs to identify the current operating states of the two trains, and determine whether it is necessary to execute a warning prompt based on whether the switching states of the first alert device switch Q1, the second alert device switch Q2 and the third alert device switch Q3 meet the corresponding operating state scenarios, thereby further realizing different requirements for drivers, lookouts or safety officers in different driver's cabs to operate alert devices in different reconnection rescue operating scenarios, thereby ensuring the safety of train operation.

[0085] As an optional embodiment, it also includes:

[0086] The circuit connection module has an input end connected to the alert operation button in the second train, and an output end connected to the input end of the control module 1. It is used to establish a circuit connection between the control module 1 of the first train and the alert operation button in the second train when the first train and the second train establish reconnection rescue, so as to determine the switching state of the third alert device switch Q3; when the first train and the second train do not establish reconnection rescue, disconnect the circuit connection between the control module 1 of the first train and the alert operation button in the second train.

[0087] It is understandable that if reconnection rescue is required, the control module 1 also needs to determine the operation of the alert device by the lookout and other personnel in the second train. Therefore, it is necessary to establish a circuit connection between the first train and the second train so that the control module 1 can obtain the operation of the alert device in the second train and control the third alert device switch Q3 to perform the corresponding switching action. The specific type and implementation method of the circuit connection module are not particularly limited in this application. This embodiment is explained by taking the first train as the main control train for reconnection rescue as an example. It is only necessary to obtain the operation of the alert device in the second train. In actual applications, the second train can also be provided with a driver alert control circuit similar to that in the first train, which will not be repeated in this application.

[0088] As a specific embodiment, when two trains are connected, the driver alert control circuit will be Figure 2 Expand to Figure 5 As shown, the second coil KM2 is a warning prompt module in the second train, the warning linkage switch Q5 of the second train is a switch device arranged in the second train and linked with the warning operating device in the driver's cab of the second train, and the third warning device switch Q3 is linked with the warning linkage switch Q5 of the second train. When the lookout and other personnel in the second train operate the warning operating device according to the preset rules, the warning linkage switch Q5 of the second train will be turned on, and the third warning device switch Q3 will be turned on accordingly; when the lookout and other personnel in the second train do not operate the warning operating device according to the preset rules, the warning linkage switch Q5 of the second train will remain off, and the third warning device switch Q3 will also remain off. The warning linkage switch Q5 of the second train is also a setting in the second train similar to the first warning device switch Q1 or the second warning device switch Q2 of the first train.

[0089] Specifically, in order to facilitate the control module 1 to obtain the operation status of the alert operating device by the lookout and other personnel in the second train, when the first train and the second train are reconnected, the control module 1 can also establish a circuit connection with the driver's alert control circuit in the second train, and directly form a linkage control with the third alert device switch Q3 and the alert operating device in the second train through the circuit connection.

[0090] Please refer to Figure 6 , Figure 6 This is a structural diagram of the driver alert control device in the first reconnection state of the train provided by the present invention; please refer to Figure 7 , Figure 7 This is a schematic diagram of the structure of the driver alert control device in the second train reconnection state provided by the present invention; please refer to Figure 8 , Figure 8 This is a schematic diagram of the structure of the driver alert control device in the third train reconnection state provided by the present invention. As an optional embodiment, the control module 1 also includes:

[0091] A first reconnection switch C1 is arranged in the first driver's cab, the first end of which is respectively connected to the first end of the third alert device switch Q3, the second end of the first alert device switch Q1, the second end of the first shunting switch D1, the second end of the first forward travel switch K1 and the first end of the first backward travel switch K3, and is used to be turned off when the first train and the second train are reconnected through the first driver's cab, and turned on when the first train and the second train are not reconnected through the first driver's cab;

[0092] A second reconnection switch C2 is arranged in the second driver's cab, the first end of which is respectively connected to the second end of the second alert device switch Q2, the second end of the second shunting switch D2, the second end of the second forward travel switch K2 and the first end of the second backward travel switch K4, and the second end is connected to the second end of the second backward travel switch K4, and is used to be turned off when the first train is reconnected with the second train through the second driver's cab, and turned on when the first train is not reconnected with the second train through the second driver's cab;

[0093] The second occupancy switch Z2 is arranged in the second driver's cab, and the first end is respectively connected to the first end of the second alert device switch Q2, the second end of the third alert device switch Q3, the second end of the first backward travel switch K3 and the second end of the first reconnection switch C1, and the second end is respectively connected to the first end of the second shunting switch D2 and the first end of the second forward travel switch K2, and is used to shut off when there is a driver in the second driver's cab, and to turn on when there is no driver in the second driver's cab.

[0094] It is understandable that during the reconnection rescue process, the driver will drive the train in the second driver's cab, so the control module 1 needs to be provided with a second occupancy switch Z2 to ensure that the corresponding control process will not start until there is someone in the second driver's cab. The second occupancy switch Z2 is used to characterize the occupancy status of the second driver's cab. When there is a driver occupying the second driver's cab, that is, when the driver is in the second driver's cab, the corresponding second occupancy switch Z2 is turned off, and when there is no driver occupying the second driver's cab, the corresponding second occupancy switch Z2 is turned on.

[0095] On this basis, in order to facilitate the identification of the running status of the train, the control module 1 is provided with a first reconnection switch C1 and a second reconnection switch C2. The reconnection switch can indicate whether the train is currently in a running state where reconnection rescue has been established. At the same time, the establishment of reconnection rescue between the first train and the second train can be determined based on the specific switch states of the first reconnection switch C1 and the second reconnection switch C2. The travel direction of the train during the reconnection rescue process is directly realized by the action states of the first forward travel switch K1, the second forward travel switch K2, the first backward travel switch K3, and the second backward travel switch K4. The specific types and implementation methods of the second occupation switch Z2, the first reconnection switch C1, and the second reconnection switch C2 are not particularly limited in this application, and can be implemented by relay contacts and the like.

[0096] As a specific embodiment, when two trains are reconnected for rescue, the first train pushes the second train forward from the rear, and the switch state in the control circuit is as follows: Figure 6 As shown. In this scenario, the driver is in the first driver's cab of the first train, the first driver's cab is occupied, the first occupied switch Z1 is switched from the on state to the off state, and the contact states of the first reconnection switch C1, the first forward travel switch K1, and the second backward travel switch K4 change. At this time, the driver in the first driver's cab of the first train needs to operate the alert device to control the first alert device switch Q1 to be turned on. At the same time, the lookout in the second driver's cab of the second train also needs to operate the alert device to control the third alert device switch Q3 to be turned on, in order to ensure that the first coil KM1 in the first alert prompt module is energized so as not to trigger the alert function. At this time, the power supply circuit connected in the control module 1 is as follows: Figure 6 Indicated by the arrow.

[0097] When two trains are reconnected for rescue, the first train pulls the second train forward from the front. The switch status in the control circuit is as follows: Figure 7 As shown. In this scenario, the driver is in the second driver's cab of the first train, the second driver's cab is occupied, the second occupied switch Z2 is switched from the on state to the off state, and the contact states of the first reconnection switch C1, the first backward travel switch K3, and the second forward travel switch K2 change. At this time, the driver in the second driver's cab of the first train needs to operate the alert device to control the second alert device switch Q2 to turn on, so as to ensure that the first coil KM1 in the first alert prompt module is energized so as not to trigger the alert function. At this time, the power supply circuit connected in the control module 1 is as follows Figure 7 Indicated by the arrow.

[0098] When two trains are reconnected for rescue, the first train pulls the second train from the front, but needs to run backwards. The switch state in the control circuit is as follows: Figure 8As shown. In this scenario, the driver is in the second driver's cab of the first train, the second driver's cab is occupied, the second occupied switch Z2 is switched from the on state to the off state, and the contact states of the first reconnection switch C1, the first forward travel switch K1, and the second backward travel switch K4 change. At this time, the driver in the second driver's cab of the first train needs to operate the alert device to control the second alert device switch Q2 to be turned on. At the same time, the lookout in the second driver's cab of the second train also needs to operate the alert device to control the third alert device switch Q3 to be turned on, in order to ensure that the first coil KM1 in the first alert prompt module is energized so as not to trigger the alert function. At this time, the power supply circuit connected in the control module 1 is as follows: Figure 8 Indicated by the arrow.

[0099] Specifically, in order to ensure the accuracy and reliability of the running status of the train obtained by the control module 1, a first reconnection switch C1 can be added in the first driver's cab, and a second occupancy switch Z2 and a second reconnection switch C2 can be added in the second driver's cab, so that the control module 1 can directly identify whether the train is reconnected and the specific running direction of the reconnection according to the switching status of these switches, so that the control module 1 can execute the corresponding control strategy.

[0100] As an optional embodiment, the control module 1 further includes:

[0101] The fourth alert device switch Q4 is arranged in the second driver's cab, and the first end is respectively connected to the second end of the second alert device switch Q2, the second end of the second shunting switch D2, the second end of the second forward travel switch K2, the first end of the second backward travel switch K4 and the first end of the second multi-connection switch C2, and the second end is respectively connected to the second end of the second multi-connection switch C2 and the second end of the second backward travel switch K4.

[0102] Furthermore, in order to facilitate the control module 1 to implement control strategies under more operating conditions, a reserved fourth alert device switch Q4 can also be set in the second driver's cab, and the fourth alert device switch Q4 is linked with the alert operating device in the driver's cab of the second train. The specific type and implementation method of the fourth alert device switch Q4 are not particularly limited in this application, and can be implemented by relay contacts and the like.

[0103] Specifically, the entire control module 1 and the driver alert control device automatically identify the operating scenarios of single-train shunting or two-train reconnection rescue (pushing or pulling) through the logical combination of relay contacts or other types of switching devices, and realize differentiated control of the driver alert circuits of the two trains, thereby realizing the different requirements of drivers, lookouts or safety officers in different driver's cabs to operate the driver alert device in different operating scenarios, thereby improving operational safety.

[0104] To solve the above technical problems, the present invention further provides a driver alertness control device, comprising a first alertness prompting module and the aforementioned driver alertness control circuit, wherein the control end of the first alertness prompting module is connected to the output end of the driver alertness control circuit.

[0105] For an introduction to a driver alertness control device provided by the present invention, please refer to the above-mentioned embodiment of the driver alertness control circuit, and the present invention will not be described in detail here.

[0106] As an optional embodiment, the alert prompt module includes:

[0107] A first coil KM1, a first end of which is grounded, and a second end of which is connected to an output end of a driver alert control circuit;

[0108] A normally closed contact, which is used to open when the control result output by the driver alert control circuit is not to perform the prompt operation, and to close when the control result output by the driver alert control circuit is to perform the prompt operation;

[0109] A reminder device connected in series with the normally closed contact.

[0110] It is not difficult to understand that the control module 1 controls the power supply or power loss of the coil by outputting different control signals to realize the control process of the normally closed contact linked to the coil, thereby controlling whether the prompt device performs a warning prompt. The specific type and implementation method of the prompt device are not particularly limited in this application, and it can be implemented by sound and light prompts or indicator lights. A control system linked to the normally closed contact can also be further set to control the emergency braking of the train while the prompt device performs a warning prompt.

[0111] In order to solve the above technical problems, the present invention also provides a train system, including a train and the driver alertness control device as described above.

[0112] For an introduction to a train system provided by the present invention, please refer to the above-mentioned embodiment of the driver alertness control circuit, and the present invention will not be described in detail here.

[0113] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same and similar parts between the embodiments can be referred to each other. It should also be noted that in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements includes not only those elements, but also other elements that are not explicitly listed, or also include elements inherent to such process, method, article or equipment. In the absence of more restrictions, the elements defined by the sentence "including one..." do not exclude the existence of other identical elements in the process, method, article or equipment including the elements.

[0114] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A driver alert control circuit, It is characterized in that Applied to a first train, the first train comprises a first driver's cab arranged at a front end of the first train and a second driver's cab arranged at a rear end of the first train; The driver alertness control circuit comprises: A first alert device switch disposed in the first driver's cab; A second alert device switch disposed in the second driver's cab, the first end of which is connected to the second end of the first alert device switch; A control module, whose input ends are respectively connected to the first end of the first alert device switch, the second end of the first alert device switch and the second end of the second alert device switch, and is used for controlling the first alert prompt module not to perform a prompt operation when the first alert device switch is turned on when the first train is shunting forward, and controlling the first alert prompt module to perform a prompt operation when the first alert device switch is turned off; when the first train is shunting backward, controlling the first alert prompt module not to perform a prompt operation when both the first alert device switch and the second alert device switch are turned on, and controlling the first alert prompt module to perform a prompt operation when the first alert device switch is turned off or the second alert device switch is turned off.

2. The driver alert control circuit as claimed in claim 1, It is characterized in that The control module comprises: A first occupancy switch is provided in the first driver's cab, the first end of which is respectively connected to the power supply and the first end of the first alert device switch, and is used for shutting off when there is a driver in the first driver's cab, and conducting when there is no driver in the first driver's cab; a first shunting switch disposed in the first driver's cab, used to be turned off when the first train is shunting, and turned on when the first train is not shunting; a first forward travel switch disposed in the first driver's cab, the first end of which is respectively connected to the second end of the first occupation switch and the first end of the first shunting switch, and is used to be turned off when the first train is moving forward, and turned on when the first train is not moving forward; a second shunting switch disposed in the second driver's cab, configured to be turned off when the first shunting switch is turned off, and turned on when the first shunting switch is turned on; A second forward travel switch is arranged in the second driver's cab, and its first end is respectively connected to the first end of the second alert device switch, the first end of the second shunting switch, the second end of the first alert device switch, the second end of the first shunting switch and the second end of the first forward travel switch, and is used to be turned off when the first train is traveling backward and turned on when the first train is not traveling backward.

3. The driver alert control circuit as claimed in claim 2, It is characterized in that The control module also includes: A first backward travel switch is arranged in the first driver's cab, the first end of which is respectively connected to the second end of the first alert device switch, the second end of the first shunting switch and the second end of the first forward travel switch, and the second end of which is respectively connected to the first end of the second alert device switch, the first end of the second shunting switch and the first end of the second forward travel switch, for being turned on when the first train is traveling backward, and turned off when the first train is not traveling backward; A second backward travel switch is arranged in the second driver's cab, and its first end is respectively connected to the second end of the second alert device switch, the second end of the second shunting switch and the second end of the second forward travel switch, and is used to be turned on when the first forward travel switch is turned off, and turned off when the first forward travel switch is turned on.

4. The driver alert control circuit as claimed in claim 3, It is characterized in that If the first train and the second train establish a reconnection rescue; the driver alert control circuit also includes: a third alert device switch disposed in the first driver's cab, wherein the first end is respectively connected to the second end of the first alert device switch, the second end of the first shunting switch, the second end of the first forward travel switch, and the first end of the first backward travel switch, and the second end is respectively connected to the second end of the first backward travel switch, the first end of the second alert device switch, the first end of the second shunting switch, and the first end of the second forward travel switch; The control module is also used for, when the first train pushes the second train forward, controlling the first alert prompt module not to perform the prompt operation when the first alert device switch and the third alert device switch are both turned on, and controlling the first alert prompt module to perform the prompt operation when the first alert device switch or the third alert device switch is turned off; when the first train pulls the second train forward from the front, controlling the first alert prompt module not to perform the prompt operation when the second alert device switch is turned on, and controlling the first alert prompt module to perform the prompt operation when the second alert device switch is turned off; when the first train pulls the second train forward from the front and needs to run backward during the operation, controlling the first alert prompt module not to perform the prompt operation when the second alert device switch and the third alert device switch are both turned on, and controlling the first alert prompt module to perform the prompt operation when the second alert device switch or the third alert device switch is turned off.

5. The driver alert control circuit as claimed in claim 4, It is characterized in that Also includes: A circuit connection module, the input end of which is connected to the alert operation button in the second train, and the output end of which is connected to the input end of the control module, is used to establish a circuit connection between the control module of the first train and the alert operation button in the second train when the first train and the second train establish reconnection rescue, so as to determine the switch state of the third alert device switch; when the first train and the second train do not establish reconnection rescue, disconnect the circuit connection between the control module of the first train and the alert operation button in the second train.

6. The driver alert control circuit as claimed in claim 4, It is characterized in that The control module also includes: a first reconnection switch provided in the first driver's cab, the first end of which is respectively connected to the first end of the third alert device switch, the second end of the first alert device switch, the second end of the first shunting switch, the second end of the first forward travel switch, and the first end of the first backward travel switch, and is used to be turned off when the first train is reconnected with the second train through the first driver's cab, and turned on when the first train is not reconnected with the second train through the first driver's cab; a second reconnection switch provided in the second driver's cab, the first end of which is respectively connected to the second end of the second alert device switch, the second end of the second shunting switch, the second end of the second forward travel switch and the first end of the second backward travel switch, and the second end is connected to the second end of the second backward travel switch, and is used to be turned off when the first train is reconnected with the second train through the second driver's cab, and turned on when the first train is not reconnected with the second train through the second driver's cab; A second occupancy switch is arranged in the second driver's cab, and the first end is respectively connected to the first end of the second alert device switch, the second end of the third alert device switch, the second end of the first backward travel switch and the second end of the first reconnection switch, and the second end is respectively connected to the first end of the second shunting switch and the first end of the second forward travel switch, and is used to shut off when there is a driver in the second driver's cab, and to turn on when there is no driver in the second driver's cab.

7. The driver alert control circuit as claimed in claim 6, It is characterized in that The control module also includes: A fourth alert device switch is arranged in the second driver's cab, and the first end is respectively connected to the second end of the second alert device switch, the second end of the second shunting switch, the second end of the second forward travel switch, the first end of the second backward travel switch and the first end of the second multi-connection switch, and the second end is respectively connected to the second end of the second multi-connection switch and the second end of the second backward travel switch.

8. A driver alert control device, It is characterized in that It comprises a first alert prompting module and a driver alert control circuit as claimed in any one of claims 1 to 7, wherein the control end of the first alert prompting module is connected to the output end of the driver alert control circuit.

9. The driver alertness control device as claimed in claim 8, It is characterized in that The alert prompt module includes: a first coil, a first end of which is grounded and a second end of which is connected to an output end of the driver alertness control circuit; A normally closed contact, used to open when the control result output by the driver alert control circuit is not to perform a prompt operation, and to close when the control result output by the driver alert control circuit is to perform a prompt operation; A prompting device connected in series with the normally closed contact.

10. A train system, It is characterized in that The invention comprises a train and a driver alertness control device as claimed in claim 8 or 9.

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