A driver alertness control circuit, apparatus and train system

Abstract

The application discloses a driver alert control circuit, device and train system, and relates to the field of trains. When the train is forwardly shunted, only the driver in the first driver room needs to perform an alert operation to ensure the safety of the train, at this time, only the working state of the first alert device switch is needed to control the first alert prompt module. When the train is backwardly shunted, a lookout needs to be arranged in the second driver room to ensure the safety of the rear end of the train, the personnel in the first driver room and the second driver room need to perform the alert operation to ensure the safety of the train, at this time, the working state of the first alert device switch and the second alert device switch is needed to control the first alert prompt module. Different control strategies are executed by the control module under different working states of the train, so that different requirements of the drivers in different driver rooms, the lookouts or the safety officers for operating the alert device in different operation scenes of shunting and reconnection rescue are met, and the safety of train operation is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of trains, in particular to a driver vigilance control circuit, device and train system. BACKGROUND

[0002] When a train is manually driven, a driver vigilance control circuit and a corresponding vigilance device are set to ensure that the driver continuously performs control on the train. When the driver does not continuously or intermittently operate the vigilance device according to a specific rule, the driver vigilance control circuit triggers the vigilance function, thereby triggering the emergency braking of the train to stop, so as to ensure the safety of the driver, passengers and the train. However, the driver vigilance control circuit set in the prior art can only play a role when a single train is manually driven to run forward or a short distance backward, and does not consider the setting of the vigilance function in the scene of long-distance shunting operation of a single train in a field, resulting in certain safety hazards of the train. SUMMARY

[0003] The purpose of the present application is to provide a driver vigilance control circuit, device and train system, which sets a control module to perform different control strategies in different working states of the train, so as to meet the different needs of the driver, lookout or safety officer operating the vigilance device in different running scenes, and ensure the safety of the train operation.

[0004] To solve the above technical problems, the present application provides a driver vigilance control circuit applied to a first train, wherein the first train comprises a first driver's cab set at the front end of the first train and a second driver's cab set at the rear end of the first train; the driver vigilance control circuit comprises:

[0005] a first vigilance device switch arranged in the first driver's cab;

[0006] a second vigilance device switch arranged in the second driver's cab, and a first end of the second vigilance device switch is connected to a second end of the first vigilance device switch;

[0007] a control module, an input end of the control module is connected to a first end of the first vigilance device switch, a second end of the first vigilance device switch and a second end of the second vigilance device switch, respectively, and the control module is used for controlling a first vigilance prompting module not to perform a prompting operation when the first vigilance device switch is turned on and the first train is shunted forward, and controlling the first vigilance prompting module to perform the prompting operation when the first vigilance device switch is turned off; and the control module is used for controlling the first vigilance prompting module not to perform the prompting operation when the first vigilance device switch and the second vigilance device switch are both turned on and the first train is shunted backward, and controlling the first vigilance prompting module to perform the prompting operation when the first vigilance device switch is turned off or the second vigilance device switch is turned off.

[0008] Optionally, the control module comprises:

[0009] a first occupancy switch arranged in the first cab, a first end of the first occupancy switch being connected with the power supply and a first end of the first alert device switch respectively, the first occupancy switch being used for being turned off when a driver exists in the first cab and being turned on when a driver does not exist in the first cab;

[0010] a first shunting switch arranged in the first cab, the first shunting switch being used for being turned off when the first train is shunting and being turned on when the first train is not shunting;

[0011] a first forward driving switch arranged in the first cab, a first end of the first forward driving switch being connected with a second end of the first occupancy switch and a first end of the first shunting switch respectively, the first forward driving switch being used for being turned off when the first train is forward driving and being turned on when the first train is not forward driving;

[0012] a second shunting switch arranged in the second cab, the second shunting switch being used for being turned off when the first shunting switch is turned off and being turned on when the first shunting switch is turned on;

[0013] a second forward driving switch arranged in the second cab, a first end of the second forward driving switch being connected with a first end of the second alert device switch, a first end of the second shunting switch, a second end of the first alert device switch, a second end of the first shunting switch and a second end of the first forward driving switch respectively, the second forward driving switch being used for being turned off when the first train is backward driving and being turned on when the first train is not backward driving.

[0014] Optionally, the control module further comprises:

[0015] a first backward driving switch arranged in the first cab, a first end of the first backward driving switch being connected with a second end of the first alert device switch, a second end of the first shunting switch and a second end of the first forward driving switch respectively, a second end of the first backward driving switch being connected with a first end of the second alert device switch, a first end of the second shunting switch and a first end of the second forward driving switch respectively, the first backward driving switch being used for being turned on when the first train is backward driving and being turned off when the first train is not backward driving;

[0016] a second backward driving switch arranged in the second cab, a first end of the second backward driving switch being connected with a second end of the second alert device switch, a second end of the second shunting switch and a second end of the second forward driving switch respectively, the second backward driving switch being used for being turned on when the first forward driving switch is turned off and being turned off when the first forward driving switch is turned on.

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

[0018] A third warning device switch is arranged in the first cab, and a first end of the third warning device switch is connected with a second end of the first warning device switch, a second end of the first shunting switch, a second end of the first forward travel switch and a first end of the first backward travel switch respectively, and a second end of the third warning device switch is connected with a second end of the first backward travel switch, a first end of the second warning device switch, a first end of the second shunting switch and a first end of the second forward travel switch respectively.

[0019] The control module is further configured to control the first warning prompt module not to perform a prompt operation when the first train pushes the second train to run forward and the first warning device switch and the third warning device switch are both turned on, and control the first warning prompt module to perform a prompt operation when the first warning device switch is turned off or the third warning device switch is turned off; control the first warning prompt module not to perform a prompt operation when the first train pulls the second train to run forward from the front and the second warning device switch is turned on, and control the first warning prompt module to perform a prompt operation when the second warning device switch is turned off; control the first warning prompt module not to perform a prompt operation when the first train pulls the second train to run forward from the front and needs to run backward in the process of running and the second warning device switch and the third warning device switch are both turned on, and control the first warning prompt module to perform a prompt operation when the second warning device switch is turned off or the third warning device switch is turned off.

[0020] Optionally, the control module further comprises:

[0021] The circuit connection module has an input end connected with a warning operation button in the second train and an output end connected with an input end of the control module, and is configured to establish a circuit connection between the control module of the first train and the warning operation button in the second train to determine the on-off state of the third warning device switch when the first train and the second train establish the re-connection rescue, and disconnect the circuit connection between the control module of the first train and the warning operation button in the second train when the first train and the second train do not establish the re-connection rescue.

[0022] Optionally, the control module further comprises:

[0023] A first re-connection switch is arranged in the first cab, and a first end of the first re-connection switch is connected with a first end of the third warning device switch, a second end of the first warning device switch, a second end of the first shunting switch, a second end of the first forward travel switch and a first end of the first backward travel switch respectively, and the first re-connection switch is configured to be turned off when the first train establishes the re-connection with the second train through the first cab and be turned on when the first train and the second train do not establish the re-connection through the first cab.

[0024] A second reconnection switch is arranged in the second cab, a first end of which is connected with a second end of the second alert device switch, a second end of the second shunting switch, a second end of the second forward travel switch and a first end of the second backward travel switch respectively, and a second end of which is connected with a second end of the second backward travel switch, for turning off when the first train establishes reconnection with the second train through the second cab, and turning on when the first train does not establish reconnection with the second train through the second cab;

[0025] A second occupancy switch is arranged in the second cab, a first end of which is connected with a first end of the second alert device switch, a second end of the third alert device switch, a second end of the first backward travel switch and a second end of the first reconnection switch respectively, and a second end of which is connected with a first end of the second shunting switch and a first end of the second forward travel switch respectively, for turning off when there is a driver in the second cab, and turning on when there is no driver in the second cab.

[0026] Optionally, the control module further comprises:

[0027] A fourth alert device switch is arranged in the second cab, a first end of which is connected with a second end of the second alert device switch, a second end of the second shunting switch, a second end of the second forward travel switch, a first end of the second backward travel switch and a first end of the second reconnection switch respectively, and a second end of which is connected with a second end of the second reconnection switch and a second end of the second backward travel switch respectively.

[0028] To solve the above technical problems, the application further provides a driver alert control device, which comprises a first alert prompt module and a driver alert control circuit as described above, and a control end of the first alert prompt module is connected with an output end of the driver alert control circuit.

[0029] Optionally, the alert prompt module comprises:

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

[0031] A normally closed contact, for being disconnected when a control result output by the driver alert control circuit is not to perform a prompt operation, and being connected when the control result output by the driver alert control circuit is to perform a prompt operation;

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

[0033] To solve the above technical problems, the application further provides a train system, which comprises a train and a driver alert control device as described above.

[0034] The present application provides a driver vigilance control circuit, comprising a first vigilance device switch, a second vigilance device switch and a control module, the on or off state of the first vigilance device switch and the second vigilance device switch can represent whether the driver has performed the prescribed operation. In different working states of the train, the requirements for the switch state of the first vigilance device switch and the second vigilance device switch are also different, when the train is forward shunting, only the driver in the first driver room needs to perform the vigilance operation to ensure the safety of the train, at this time, only the first vigilance prompt module needs to be controlled according to the working state of the first vigilance device switch; when the train is backward shunting, a lookout needs to be set in the second driver room to ensure the safety of the rear end of the train, so at this time, the personnel in the first driver room and the second driver room need to perform the vigilance operation to ensure the safety of the train, at this time, the first vigilance prompt module needs to be controlled according to the working state of the first vigilance device switch and the second vigilance device switch. By setting the control module to perform different control strategies in different working states of the train, the different needs of the drivers in different driver rooms, lookouts or safety officers operating vigilance devices in different running scenarios are realized, and the safety of the train running is ensured.

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

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the prior art and the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0037] Figure 1 A structural schematic diagram of a driver vigilance control circuit provided by the present application;

[0038] Figure 2 A structural schematic diagram of a driver vigilance control device provided by the present application;

[0039] Figure 3 A structural schematic diagram of a driver vigilance control device in a train forward shunting state provided by the present application;

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

[0041] Figure 5 A structural schematic diagram of another driver vigilance control device provided by the present application;

[0042] Figure 6 A structure schematic diagram of a driver alert control device in a first reconnection state of a train provided by the present application is provided.

[0043] Figure 7 A structure schematic diagram of a driver alert control device in a second reconnection state of a train provided by the present application is provided.

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

[0045] The core of the present application is to provide a driver alert control circuit, device and train system, by setting a control module to execute different control strategies in different working states of the train, so as to meet the different needs of the driver, lookout or safety officer operating the alert device in different running scenarios, and ensure the safety of the train operation.

[0046] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0047] Please refer to Figure 1 , Figure 1 A structure schematic diagram of a driver alert control circuit provided by the present application is provided. Please refer to Figure 2 , Figure 2 A structure schematic diagram of a driver alert control device provided by the present application is provided. To solve the above technical problems, the present application provides a driver alert control circuit applied to a first train, the first train including 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 alert control circuit includes:

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

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

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

[0051] Specifically, in the actual operation process of the train, the train may be shunted due to the purposes of line switching, entering and exiting a section, etc. In the shunting operation, the driver of the train also needs to operate the warning device to ensure the safety of the train operation. When the train is forward shunted, only the safety of the front of the train needs to be ensured, so the safety of the whole train operation process can be ensured by the normal operation of the driver in the first cab, without the operation of the second cab and without setting personnel in the second cab. Therefore, the control module 1 only needs to judge whether the first warning device switch Q1 is operated to ensure the normal work of the driver in the first cab. When the train is backward shunted, it is difficult for the driver in the first cab to observe the situation behind the train, so a lookout needs to be set in the second cab to observe the situation behind the train. At this time, the driver in the first cab and the lookout in the second cab need to cooperate with each other to ensure the safety of the train in the backward shunting process. Therefore, the control module 1 needs to judge whether the first warning device switch Q1 and the second warning device switch Q2 are operated to ensure the normal work of the driver in the first cab and the lookout in the second cab.

[0052] It should be noted that the first alert device switch Q1 and the second alert device switch Q2 are switch devices linked with the alert operation device arranged in the cab, and the alert operation device is a device that needs to be operated by the driver. After the driver or the lookout and other personnel in the cab operate the alert operation device according to the preset rules, the corresponding alert device switch is turned on. If the driver or the lookout and other personnel in the cab do not operate the alert operation device according to the preset rules, the corresponding alert device switch is turned off. Thus, the control circuit determines whether the personnel in the cab have accurately operated the corresponding alert operation device through the alert device switch, thereby determining whether the personnel in the cab are working normally. The specific type and implementation of the first alert device switch Q1 and the second alert device switch Q2 are not particularly limited in the present application, and can be implemented by a relay contact or the like. The alert operation device arranged in the cab and the corresponding operation preset rules can be set and adjusted according to the actual application requirements of the train, and the present application does not particularly limit them. The alert operation device can be implemented by an alert operation button or the like.

[0053] It can be understood that the front end and the rear end of the first train are determined according to the main driving direction in the current driving process of the train, and are not limited to which end of the train. They can be defined according to the actual driving situation and the facing situation of the driver, and the present application does not particularly limit them. For example, when the train drives from west to east, the driver will drive the train at one end of the train close to the east side, and the one 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 running and the backward running of the train are determined according to the facing situation of the driver. For example, when the driver is in the first cab, the forward running of the first train means driving from the rear end to the front end, and the backward running means driving from the front end to the rear end. The driver of the first train is in the first cab by default in the present application.

[0054] It can be understood that the control module 1 usually needs to generate a corresponding control signal by using the power supply VCC, so the first end of the first alert device switch Q1 is connected to the power supply VCC in the present embodiment, and is also connected to the input end of the control module 1, so that the control module 1 generates the control signal. The control module 1 can also generate the control signal by other methods in actual application, which is not limited to the method of connecting the power supply VCC in the present embodiment. The specific type and implementation of the power supply VCC and the control module 1 are not particularly limited in the present application. The specific type and implementation of the first alert prompt module and the prompt operation performed by the first alert prompt module are not particularly limited in the present application.

[0055] As a specific embodiment, as Figure 2As shown, the first warning prompt module includes two first coils KM1 which are redundant to each other. When the driver of the first cab and / or the second cab operates the warning device according to the preset rules, the first warning device switch Q1 and the second warning device switch Q2 perform corresponding actions. At this time, the control module 1 determines the first warning device switch Q1 and / or the second warning device switch Q2 that need to act under the current running state of the train according to different running states of the train, and controls the connection state between the power supply VCC and the first coil KM1 according to the action of the first warning device switch Q1 and / or the second warning device switch Q2. If the action of the first warning device switch Q1 and / or the second warning device switch Q2 meets the current running state of the train, the control module 1 connects the power supply VCC and the first coil KM1. After the first coil KM1 is powered on, the warning function is not triggered, and the first warning prompt module does not perform the prompt operation. If the action of the first warning device switch Q1 and / or the second warning device switch Q2 does not meet the current running state of the train, the control module 1 disconnects the power supply VCC and the first coil KM1. When the first coil KM1 loses power, the warning function is triggered, and the first warning 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 many implementation ways for the specific type of train and application scenarios, which are not particularly limited in the present application, and can be a city rail vehicle, etc. Thus, the present application can provide a driver warning control circuit suitable for city rail vehicles in multiple scenarios. By setting the control module 1, the running state of the train can be automatically identified, which can specifically identify single train shunting or two train heavy rescue (push or pull) running scenarios, and can distinguish the driver warning control circuit under different running scenarios according to the safety function requirement, and judge the safety state of the current train according to the corresponding warning operation feedback. Finally, the different needs of the driver, lookout or safety officer operating the driver warning device in different running scenarios are realized, and the safety hazard of the front or rear cab without the lookout operating the driver warning device in a specific scenario is eliminated.

[0057] The application provides a driver alert control circuit, which comprises a first alert device switch Q1, a second alert device switch Q2 and a control module 1, and the on or off state of the first alert device switch Q1 and the second alert device switch Q2 can represent whether the driver has performed a prescribed operation. In different working states of the train, the requirements for the on or off state of the first alert device switch Q1 and the second alert device switch Q2 are different. When the train is moving forward, only the driver in the first driver room needs to perform the alert operation to ensure the safety of the train, at this time, the first alert prompt module can be controlled according to the working state of the first alert device switch Q1; when the train is moving backward, a lookout needs to be arranged in the second driver room to ensure the safety of the rear end of the train, therefore, at this time, the personnel in the first driver room and the second driver room both need to perform the alert operation to ensure the safety of the train, and the first alert prompt module needs to be controlled according to the working state of the first alert device switch Q1 and the second alert device switch Q2. Different control strategies are performed by the control module 1 in different working states of the train, so that different requirements of the drivers in different driver rooms, the lookouts or the safety personnel for operating the alert device in different running scenes are met, and the safety of the train running is ensured.

[0058] On the basis of the above embodiment:

[0059] Please refer to Figure 3 , Figure 3 The application provides a structure schematic view of a driver alert control device in a train forward movement state; please refer to Figure 4 , Figure 4 The application provides a structure schematic view of a driver alert control device in a train backward movement state; as an optional embodiment, the control module 1 comprises:

[0060] A first occupancy switch Z1 arranged in the first driver room, the first end of the first occupancy switch Z1 is connected with the power supply VCC and the first end of the first alert device switch Q1 respectively, and the first occupancy switch Z1 is used for being turned off when the first driver room has a driver and being turned on when the first driver room has no driver;

[0061] A first movement switch D1 arranged in the first driver room, and the first movement switch D1 is used for being turned off when the first train is moving and being turned on when the first train is not moving;

[0062] A first forward movement switch K1 arranged in the first driver room, the first end of the first forward movement switch K1 is connected with the second end of the first occupancy switch and the first end of the first movement switch D1 respectively, and the first forward movement switch K1 is used for being turned off when the first train is moving forward and being turned on when the first train is not moving forward;

[0063] A second movement switch D2 arranged in the second driver room, and the second movement switch D2 is used for being turned off when the first movement switch D1 is turned off and being turned on when the first movement switch D1 is turned on;

[0064] The second forward travel switch K2 is arranged in the second cab, and the first end is connected with the first end of the second warning device switch Q2, the first end of the second shunting switch D2, the second end of the first warning device switch Q1, the second end of the first shunting switch D1 and the second end of the first forward travel switch K1, respectively, for being turned off when the first train travels backward, and being turned on when the first train does not travel backward.

[0065] It can be understood that the normal operation, shunting or reconnection rescue of the train needs to be realized under the condition that the driver operates, so the first occupancy switch Z1 needs to be arranged in the control module 1, to ensure that the corresponding control process is started only when the first cab is occupied by the driver. The first occupancy switch Z1 is used to represent the occupancy of the first cab. The occupancy of the cab is a function and a state, which indicates that the driver occupies the current cab by operating a device (switch or key) in the cab, so as to indicate that the driver will control the train through the current cab. When the driver occupies the first cab, that is, the driver is in the first cab, the corresponding first occupancy switch Z1 is turned off. When the driver does not occupy the first cab, the corresponding first occupancy switch Z1 is turned on.

[0066] On this basis, in order to facilitate the identification of the running state of the train, the control module 1 is provided with the first shunting switch D1, the second shunting switch D2, the first forward travel switch K1 and the second forward travel switch K2. The shunting switch can represent whether the train is currently in the shunting running state. The first forward travel switch K1 and the second forward travel switch K2 can represent the current running direction of the train. When the train needs to perform shunting operation, the driver in the first cab will operate the corresponding shunting button. At this time, the first shunting switch D1 is turned off. Considering that in actual operation, generally only one driver is equipped in the two cabs to drive the train, the linkage control between the first shunting switch D1 and the second shunting switch D2 is arranged. When the driver in the first cab operates the shunting button, the first shunting switch D1 and the second shunting switch D2 are turned off at the same time. When the driver in the first cab does not operate the shunting button, the first shunting switch D1 and the second shunting switch D2 are turned on at the same time. When the train travels 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 is turned off. When the driver in the first cab does not operate the forward button, the first forward travel switch K1 remains turned on. When the train travels 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 is turned off. When the driver in the first cab does not operate the forward button, the second forward travel switch K2 remains turned on.

[0067] It should be noted that the specific type and implementation of the first shunting switch D1, the second shunting switch D2, the first forward driving switch K1 and the second forward driving switch K2 are not particularly limited in the present application, and can be realized by relay contacts and the like. The switching process of the switches needs to be operated by the driver to realize the corresponding buttons, which can directly represent the current running state of the train. There are various options for the implementation of the driver's operating device in the cab, including the shunting button, the forward button and the reverse button. The present embodiment takes the button as an example for description. In actual application, a knob or other operating device can also be used. The present application does not particularly limit this. When other types of operating devices are operated, the action state analysis of each switch in the control module 1 is similar to the above description, and the present application will not be described in detail.

[0068] Specifically, in order to ensure that the train is running in the presence of a driver in the cab, the first occupancy switch Z1 is provided in the control module 1 to represent whether a driver is present in the first cab. At the same time, the first shunting switch D1, the second shunting switch D2, the first forward driving switch K1 and the second forward driving switch K2 representing the current running state of the train are provided in the control module 1, 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 switching state of these switches, so as to execute the corresponding control strategy by the control module 1.

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

[0070] The first backward driving switch K3 is arranged in the first cab, and the first end is connected with 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 driving switch K1 respectively, and the second end is connected with 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 driving switch K2 respectively, for conducting when the first train drives backward, and turning off when the first train does not drive backward;

[0071] The second backward driving switch K4 is arranged in the second cab, and the first end is connected with 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 driving switch K2 respectively, for conducting when the first forward driving switch K1 is turned off, and turning off when the first forward driving switch K1 is turned on.

[0072] It is not difficult to understand that in order to further distinguish the forward movement and the backward movement of the train, and also considering that only the driver in the first cab can accurately judge the running direction of the train, the first backward driving switch K3 and the second backward driving switch K4 are also arranged in the control module 1. The first forward driving switch K1 and the first backward driving switch K3 are arranged in the first cab, and the second forward driving switch K2 and the second backward driving switch K4 are arranged in the second cab. The specific type and implementation of the first backward driving switch K3 and the second backward driving switch K4 are not particularly limited in the present application, and can be realized by using a relay contact or the like.

[0073] It should be noted that the forward running and the backward running of the train in the present application refer to the forward running and the backward running of the whole train. When the train runs forward, the first cab runs forward, and the second cab runs backward relative to the first cab. When the train runs backward, the first cab runs backward, and the second cab runs forward relative to the first cab. Therefore, the second forward driving switch K2 and the first backward driving switch K3 in the control module 1 are linked and controlled, and the second backward driving switch K4 and the first forward driving switch K1 are linked and controlled. When the train runs forward, the driver in the first cab operates the forward button, the first forward driving switch K1 is turned off, and the second backward driving switch K4 is turned on. When the train does not run forward, the driver in the first cab does not operate the forward button, the first forward driving switch K1 remains in the default on state, and the second backward driving switch K4 remains in the default off state. When the train runs backward, the driver in the first cab operates the backward button, the first backward driving switch K3 is turned on, and the second forward driving switch K2 is turned off. When the train does not run backward, the driver in the first cab does not operate the backward button, the first backward driving switch K3 remains in the default off state, and the second forward driving switch remains in the default on state.

[0074] As a specific embodiment, when a single train runs forward for a long distance in the yard section, the switch state in the control circuit is as shown in Figure 3 In this scenario, the first cab is occupied, the first occupancy 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 driving switch K1 and the second backward driving switch K4 are changed. At this time, the driver in the first cab needs to operate the warning device to control the first warning device switch Q1 to be turned on, so as to ensure that the first coil KM1 in the first warning prompt module is powered to not trigger the warning function. At this time, the power supply loop connected in the control module 1 is as shown by the arrow in Figure 3 .

[0075] When a single train runs in a long distance in the yard section, the switch state in the control circuit is as shown in Figure 4 In this scenario, the first cab is occupied, the first occupancy switch Z1 is switched from the on state to the off state, and the first shunting switch D1, the first backward driving switch K3, and the second forward driving switch K2 change in contact state. At this time, the driver in the first cab needs to operate the warning device to control the first warning device switch Q1 to be on, and the lookout in the second cab also needs to operate the warning device to control the second warning device switch Q2 to be on, so as to ensure that the first coil KM1 in the first warning prompt module is powered to trigger the warning function. At this time, the power supply loop connected in the control module 1 is as shown by the arrow in Figure 4 .

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

[0077] Please refer to Figure 5 , Figure 5 The structure diagram of another driver warning control device provided by the present application; as an optional embodiment, if the first train and the second train establish a heavy rescue; the driver warning control circuit further comprises:

[0078] A third warning device switch Q3 is arranged in the first cab, and the first end is connected with the second end of the first warning device switch Q1, the second end of the first shunting switch D1, the second end of the first forward driving switch K1, and the first end of the first backward driving switch K3 respectively, and the second end is connected with the second end of the first backward driving switch K3, the first end of the second warning device switch Q2, the first end of the second shunting switch D2, and the first end of the second forward driving switch K2 respectively.

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

[0080] It can be understood that when the train has a reconnection rescue demand, in the process of reconnection rescue, not only the safety of the first train needs to be ensured, but also the safety of the operation of the second train needs to be ensured, and therefore the control module 1 needs to judge the action condition of the third warning device switch Q3 in addition to the action condition of the first warning device switch Q1 and / or the second warning device switch Q2 to ensure the safety of the second train. The first train is taken as an example of the leading train in the process of reconnection rescue, and the first driver's cab of the first train is connected to the second train for the convenience of performing various reconnection rescue operations. The specific type and implementation mode of the third warning device switch Q3 are not particularly limited in the present application, and a relay contact or the like can be used to implement the third warning device switch Q3.

[0081] In the process of reconnection rescue, when the first train pushes the second train to run forward, the driver in the first train needs to control the first train to run forward to push the second train to run forward in the first driver's cab, and at the same time, a lookout needs to be arranged in the second train to observe the specific condition in front of the second train to ensure the safety in the process of pushing the second train to run forward, and therefore the driver in 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, and the control module 1 needs to not perform a warning prompt when the driver in the first train and the lookout in the second train operate the warning operation device at the same time, that is, when the first warning device switch Q1 and the third warning device switch Q3 are both turned on, and needs to perform a warning prompt when any one of the first warning device switch Q1 and the third warning device switch Q3 is turned off to ensure safety.

[0082] It should be noted that in the process of the first train pulling the second train, since the first train is connected to 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 needs 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 second alert device switch Q2, that is, when the second alert device switch Q2 is turned on, the alert prompt can be not executed, and the alert prompt can be executed when the second alert device switch Q2 is turned off 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 process of running backward, a lookout needs to be arranged 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 requires that the driver in the first train and the lookout in the second train operate the alert operating device at the same time, that is, the second alert device switch Q2 and the third alert device switch Q3 are both turned on. Only then does the alert prompt not need to be executed. As long as any one of the second alert device switch Q2 and the third alert device switch Q3 is turned off, the alert prompt needs to be executed 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 train, 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 judge whether it is necessary to execute the alert 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 the different requirements for drivers, lookouts or safety officers in different driver's cabs to operate the alert devices in different reconnection rescue operating scenarios, thereby ensuring the safety of train operation.

[0085] As an optional embodiment, the method further 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, the circuit connection between the control module 1 of the first train and the alert operation button in the second train is disconnected.

[0087] It is understandable that if reconnection rescue is required, the control module 1 also needs to determine the operation status 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 status 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 status of the alert device in the second train. In actual application, the second train can also be provided with a driver alert control circuit similar to that in the first train, which will not be described in detail 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 module in the second train. The second train's warning linkage switch Q5 is a switch device installed in the second train and linked to the warning operating device in the second train's driver's cab. The third warning device switch Q3 is linked to the second train's warning linkage switch Q5. When the second train's lookout or other personnel operates the warning operating device according to preset rules, the second train's warning linkage switch Q5 will turn on, and the third warning device switch Q3 will also turn on. If the second train's lookout or other personnel does not operate the warning operating device according to the preset rules, the second train's warning linkage switch Q5 will remain off, and the third warning device switch Q3 will also remain off. The second train's warning linkage switch Q5 is similar to the first warning device switch Q1 or the second warning device switch Q2 in 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 The structure schematic diagram of the driver alert control device in the first reconnection state of the train provided by the present application; please refer to Figure 7 , Figure 7 The structure schematic diagram of the driver alert control device in the second reconnection state of the train provided by the present application; please refer to Figure 8 , Figure 8 The structure schematic diagram of the driver alert control device in the third reconnection state of the train provided by the present application. As an optional embodiment, the control module 1 further comprises:

[0091] The first reconnection switch C1 arranged in the first driver's cab, the first end of which is connected with 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 driving switch K1 and the first end of the first backward driving switch K3 respectively, for turning off when the first train and the second train establish reconnection through the first driver's cab, and turning on when the first train and the second train do not establish reconnection through the first driver's cab;

[0092] The second reconnection switch C2 arranged in the second driver's cab, the first end of which is connected with 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 driving switch K2 and the first end of the second backward driving switch K4 respectively, and the second end of which is connected with the second end of the second backward driving switch K4, for turning off when the first train establishes reconnection with the second train through the second driver's cab, and turning on when the first train and the second train do not establish reconnection through the second driver's cab;

[0093] The second occupancy switch Z2 arranged in the second driver's cab, the first end of which is connected with 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 driving switch K3 and the second end of the first reconnection switch C1 respectively, and the second end of which is connected with the first end of the second shunting switch D2 and the first end of the second forward driving switch K2 respectively, for turning off when there is a driver in the second driver's cab, and turning on when there is no driver in the second driver's cab.

[0094] It can be understood that in the process of reconnection rescue, the driver will drive the train in the second driver's cab, so the second occupancy switch Z2 needs to be arranged in the control module 1 to ensure that the corresponding control process will not start until there is a person in the second driver's cab, and the second occupancy switch Z2 is used to represent the occupancy of the second driver's cab. When there is a driver occupying the second driver's cab, that is, 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 state of the train, the control module 1 is provided with a first reconnection switch C1 and a second reconnection switch C2, which can represent whether the train is currently in the running state of establishing reconnection rescue, and can also determine which end between the first train and the second train is used to establish the reconnection rescue according to the switch state of the first reconnection switch C1 and the second reconnection switch C2. The driving direction of the train during the reconnection rescue process is directly realized by using the action state of the first forward driving switch K1, the second forward driving switch K2, the first backward driving switch K3 and the second backward driving switch K4. The specific type and implementation of the second occupancy switch Z2, the first reconnection switch C1 and the second reconnection switch C2 are not particularly limited in the present application, and can be realized by using a relay contact or the like.

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

[0097] When the two trains are reconnected for rescue, the first train pulls the second train from the front to run forward, and the switch state in the control circuit is as shown in Figure 7 In this scenario, the driver is in the second driver's room of the first train, the second driver's room is occupied, the second occupancy switch Z2 is switched from the on state to the off state, and the contact state of the first reconnection switch C1, the first backward driving switch K3 and the second forward driving switch K2 changes. At this time, the driver in the second driver's room of the first train needs to operate the warning device to control the second warning device switch Q2 to be on, so as to ensure that the first coil KM1 in the first warning prompt module is powered to not trigger the warning function. At this time, the power supply loop connected in the control module 1 is as shown by the arrow in Figure 7 .

[0098] When the two trains are reconnected for rescue, the first train pulls the second train from the front, but needs to run backward, and the switch state in the control circuit is as shown in Figure 8The driver in the second cab of the first train, the second cab is occupied, the second occupancy switch Z2 is switched from the on state to the off state, and the contact state of the first reconnection switch C1, the first forward travel switch K1 and the second backward travel switch K4 changes. At this time, the driver in the second cab of the first train needs to operate the warning device to control the second warning device switch Q2 to be on, and the lookout in the second cab of the second train also needs to operate the warning device to control the third warning device switch Q3 to be on, so as to ensure that the first coil KM1 in the first warning prompt module is powered to trigger the warning function. At this time, the power circuit connected in the control module 1 is as shown in the arrow in the figure. Figure 8

[0099] Specifically, in order to ensure the accuracy and reliability of the running state of the train obtained by the control module 1, a first reconnection switch C1 can also be arranged in the first cab, and a second occupancy switch Z2 and a second reconnection switch C2 can also be arranged in the second 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 switch state of these switches, so as to control the control module 1 to execute the corresponding control strategy.

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

[0101] The fourth warning device switch Q4 arranged in the second cab is connected with the second end of the second warning 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 reconnection switch C2 respectively, and the second end is connected with the second end of the second reconnection switch C2 and the second end of the second backward travel switch K4 respectively.

[0102] Further, in order to facilitate the control module 1 to implement more control strategies in different running states, a reserved fourth warning device switch Q4 can also be arranged in the second cab, and the fourth warning device switch Q4 is linked with the warning operation device in the cab of the second train. The specific type and implementation of the fourth warning device switch Q4 are not particularly limited in the present application, and can be realized by using relay contacts or other types of switch devices.

[0103] Specifically, the whole control module 1 and the driver warning control device automatically identify the running scene of single train shunting or two trains reconnection rescue (push or pull) through the logical combination of relay contacts or other types of switch devices, realize the differentiated control of the driver warning circuit of two trains, so as to meet the different needs of the drivers, lookouts or safety officers operating the driver warning device in different running scenes, and improve the running safety.

[0104] ​To solve the above technical problems, the application further provides a driver alert control device, comprising a first alert prompting module and the driver alert control circuit as described above, and the control end of the first alert prompting module is connected with the output end of the driver alert control circuit.

[0105] For the driver alert control device provided by the application, refer to the above-mentioned embodiments of the driver alert control circuit, and the application will not be described here.

[0106] As an optional embodiment, the alert prompting module comprises:

[0107] a first coil KM1, the first end of which is connected with the ground, and the second end of which is connected with the output end of the driver alert control circuit;

[0108] a normally closed contact, which is used to be disconnected when the control result output by the driver alert control circuit is not to perform the prompting operation, and is used to be closed when the control result output by the driver alert control circuit is to perform the prompting operation;

[0109] a prompting device connected in series with the normally closed contact.

[0110] It is not difficult to understand that the control module 1 controls the normally closed contact connected with the coil through outputting different control signals to control the power-on or power-off of the coil, thereby controlling whether the prompting device performs the alert prompting, and the specific type and implementation of the prompting device are not particularly limited in the application, and the sound-light prompting or the indicating lamp can be used to realize the alert prompting; further, a control system connected with the normally closed contact can be further provided to control the train emergency braking when the prompting device performs the alert prompting.

[0111] To solve the above technical problems, the application further provides a train system, comprising a train and the driver alert control device as described above.

[0112] For the train system provided by the application, refer to the above-mentioned embodiments of the driver alert control circuit, and the application will not be described here.

[0113] Embodiments of the present application are described herein with reference to the accompanying drawings, of which: various embodiments are described with progressive

[0114] The above description of disclosed embodiments is intended to be illustrative and not restrictive. Many embodiments of the application will be apparent to those of skill in the art upon reviewing the above description. The scope of the application should, therefore, be determined not with reference to the above description, but instead should be given with reference to the appended claims, along with their full scope of equivalents.

Claims

1. A driver alert control circuit, characterized in that: Applied to a first train, the first train includes a first driver's cab disposed at a front end of the first train and a second driver's cab disposed at a rear end of the first train; The driver alert control circuit includes: a first alert device switch provided in the first driver's cab; A second alert device switch provided 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, wherein the input end is 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 configured to, when the first train is shunting forward, control the first alert prompting module not to perform a prompting operation when the first alert device switch is on, and control the first alert prompting module to perform a prompting operation when the first alert device switch is off; and, when the first train is shunting backward, control the first alert prompting module not to perform a prompting operation when both the first alert device switch and the second alert device switch are on, and control the first alert prompting module to perform a prompting operation when either the first alert device switch or the second alert device switch is off; The control module includes: a first occupancy switch provided in the first driver's cab, wherein a first end is connected to a power supply and a first end of the first alert device switch, respectively, and is configured to be turned off when a driver is present in the first driver's cab and turned on when no driver is present in the first driver's cab; a first shunting switch provided in the first driver's cab, configured 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 provided 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 configured 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 provided 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.

2. The driver alert control circuit according to claim 1, characterized in that: The control module further includes: a first backward travel switch provided in the first driver's cab, wherein the first end of the first backward travel switch 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 the first backward travel switch 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, and is configured to be 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.

3. The driver alert control circuit according to claim 2, 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 provided in the first driver's cab, wherein a first end of the third alert device switch 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 reverse travel switch, and a second end of the third alert device switch is respectively connected to the second end of the first reverse 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 to control the first alert prompt module not to perform the prompt operation when the first train pushes the second train forward and the first alert device switch and the third alert device switch are both turned on, and to control the first alert prompt module to perform the prompt operation when the first alert device switch is turned off or the third alert device switch is turned off; when the first train pulls the second train forward from the front, control the first alert prompt module not to perform the prompt operation when the second alert device switch is turned on, and control 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, control 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 control the first alert prompt module to perform the prompt operation when the second alert device switch is turned off or the third alert device switch is turned off.

4. The driver alert control circuit according to claim 3, 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 switching 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.

5. The driver alert control circuit according to claim 3, characterized in that: The control module further 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 reverse travel switch, and is configured to be disconnected when the first train is reconnected with the second train through the first driver's cab, and to be connected 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, having a first end 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 reverse travel switch, respectively, and a second end connected to the second end of the second reverse travel switch, for being disconnected when the first train is reconnected with the second train through the second driver's cab, and being connected when the first train and the second train are not reconnected through the second driver's cab; A second occupancy 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 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 its 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 be turned off when there is a driver in the second driver's cab and turned on when there is no driver in the second driver's cab.

6. The driver alert control circuit according to claim 5, characterized in that: The control module further includes: A fourth alert device 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, the second end of the second forward travel switch, the first end of the second reverse travel switch and the first end of the second multi-connection switch, and its second end is respectively connected to the second end of the second multi-connection switch and the second end of the second reverse travel switch.

7. A driver alertness control device, characterized in that: It comprises a first alert prompting module and the driver alert control circuit according to any one of claims 1 to 6, wherein the control end of the first alert prompting module is connected to the output end of the driver alert control circuit.

8. The driver alertness control device according to claim 7, characterized in that: The first 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, configured to open when the control result output by the driver alertness control circuit is not to perform the prompting operation, and close when the control result output by the driver alertness control circuit is to perform the prompting operation; A prompting device is connected in series with the normally closed contact.

9. A train system, characterized in that: The invention comprises a train and a driver alertness control device as claimed in claim 7 or 8.

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