Fixed-point positioning time-delay braking laser intelligent control device for construction rail locomotive

Abstract

The utility model relates to a fixed-point positioning time-delay braking laser intelligent control device for a construction rail locomotive, and belongs to the technical field of rail locomotive operation control. The device comprises laser probes, the laser probes are installed on the two sides of a locomotive head of the rail locomotive, a laser signal processing execution circuit is installed in the locomotive head, the installation height of a laser reflection plate is consistent with the horizontal height of the laser probes, and laser reflection signals obtained by the laser probes are position control signals when the locomotive starts to execute a deceleration command; the laser probe comprises a laser emitting diode, a laser receiving diode, a comparator and a driver; the laser signal processing execution circuit is composed of a locomotive 24V direct-current power source, a control relay J, an intermediate relay G, a delay relay S, a speed reduction circuit, a speed reduction alarm, a speed reduction alarm releasing key and a brake electromagnetic valve. The functions of automatic fixed-point speed reduction and delayed braking are achieved through positioning of laser reflection signals and logic braking control of a laser signal processing execution circuit, the structure is simple, automatic control is sensitive, and work is reliable.

Description

Technical Field

[0001] This utility model relates to a laser intelligent control device for fixed-point positioning and delayed braking of a construction track locomotive, belonging to the field of track locomotive operation control technology. Background Technology

[0002] Currently, none of the rail locomotives used in subway tunnel and mountain tunnel construction are equipped with intelligent braking control devices. During construction, when fixed-point deceleration and stopping are required, the driver operates the locomotive to slow down and brake. Due to driver fatigue or drowsiness, errors or even lapses in operation are highly likely, and different drivers have significantly different levels of operational skill, often leading to safety accidents during fixed-point deceleration and stopping. Therefore, it is essential to develop a laser intelligent control device for fixed-point positioning and delayed braking of construction rail locomotives, fully utilizing laser transceiver probes and laser reflectors in conjunction with the rail locomotive's braking control circuit. Summary of the Invention

[0003] The purpose of this invention is to address the shortcomings of the existing technology by providing a laser intelligent control device for positioning and delaying braking of construction track locomotives. This device uses laser reflection signals for positioning and combines them with a laser signal processing execution circuit to automatically complete deceleration and delayed braking functions at predetermined positions. It is stable, reliable, and easy to operate. This fills the gap in the existing subway tunnel and mountain tunnel construction where track locomotives lack automatic positioning, deceleration, and braking systems. It minimizes construction risks and economic losses caused by manual operation, effectively improving safety, stability, construction progress, and construction efficiency.

[0004] The technical solution of this utility model:

[0005] A laser-based intelligent control device for fixed-point positioning and delayed braking of a construction track locomotive includes a track locomotive, laser probes, and a laser reflector. The device is characterized by having laser probes installed on both sides of the locomotive's front end, and a laser signal processing and execution circuit installed inside the locomotive's front end. The laser reflector is vertically installed on a tunnel segment or tunnel wall at a certain distance from the construction point, with the reflector's height matching the horizontal height of the laser probes. The reflected signal from the laser reflector, obtained by the laser probes, serves as the position control signal for the locomotive to begin deceleration.

[0006] The laser probe mainly consists of a laser emitting diode, a laser receiving diode, a comparator, and a driver;

[0007] The laser signal processing execution circuit consists of a locomotive 24V DC power supply, control relay J, intermediate relay G, time delay relay S, deceleration circuit, deceleration alarm, deceleration alarm release button, and brake solenoid valve.

[0008] The laser probe driver is electrically connected to the control relay J of the laser signal processing execution circuit. When the laser receiving diode receives the laser signal of the corresponding wavelength from the laser reflector, it conducts, the comparator outputs a low level, the driver output is open, and the control relay J is de-energized.

[0009] The control relay J includes a normally closed contact J1, which is connected in series with the intermediate relay G to form the power supply circuit for the intermediate relay G.

[0010] The intermediate relay G includes a self-holding contact G1, a normally closed contact G2, and a normally open contact G3. The normally closed contact G2 is connected between the grounding point of the locomotive speed control circuit and the common terminal of the speed control of the locomotive drive frequency converter to form a deceleration circuit. The normally open contact G3 is connected to the time delay relay S, the deceleration alarm, and the deceleration alarm release button to form a deceleration time delay brake alarm circuit.

[0011] The time-delay relay S includes a time-delay contact S1; the time-delay contact S1 is connected in series with the brake solenoid valve to form a fast braking circuit.

[0012] The locomotive's 24V DC power supply is connected to the laser probe and control relay J to power them respectively. When a laser signal is received, control relay J is de-energized, normally closed contact J1 closes, energizing intermediate relay G, self-holding contact G1 is energized, normally closed contact G2 is opened, and normally open contact G3 is energized. The opening of normally closed contact G2 will disconnect the connection between the locomotive and the common terminal of the drive frequency converter, causing the frequency converter speed control signal to fail, and the rail locomotive will immediately enter a deceleration state. The energization of normally open contact G3 will energize time delay relay S, and its time delay contact S1 will open after a set time delay, thereby de-energizing the brake solenoid valve, and the rail locomotive will enter a rapid braking state.

[0013] The laser probe is model E3F-R20C1 and is in normally open working mode.

[0014] The control relay J is model JZX-22F(D) / 2Z. When there is a laser signal, the control relay J will immediately be de-energized and its normally closed contact J1 will close.

[0015] The time delay relay S is model ST3PA-A. The negative terminal of its working coil is connected to one end of the normally open contact G3 of the intermediate relay G. The other end of the normally open contact G3 is connected to the negative terminal of the locomotive's 24V working power supply through the deceleration alarm release button.

[0016] The intermediate relay G is model JZX-22F(D) / 3Z, which is a multi-contact intermediate relay that enables simultaneous connection and disconnection of specified functional circuits.

[0017] The advantages of this utility model compared with the prior art are:

[0018] This laser-based intelligent control device for positioning and delayed braking of construction track locomotives automatically performs laser positioning, deceleration, and delayed braking functions by using a laser probe, laser reflector, and laser signal processing execution circuit. After receiving the reflected laser signal, the track locomotive receives the laser positioning signal. The laser signal processing execution circuit controls the locomotive to decelerate. After a set delay, the locomotive automatically outputs a forced braking signal, putting all wheels into brake shoe engagement. The control relays J, intermediate relays G, and delay relays S of the laser signal processing execution circuit operate sequentially under the laser signal control, automatically completing the deceleration and delayed braking stop at the predetermined position. This device is simple in structure, highly sensitive in self-control, and stable and reliable in operation. It fills the gap in automatic positioning, deceleration, and braking technology for track locomotives in subway and mountain tunnel construction. After more than two years of construction use and testing, it has achieved the expected results, effectively avoiding the construction risks and economic losses caused by manual operation, and greatly improving the safety, stability, and efficiency of track locomotive construction. Attached Figure Description

[0019] Figure 1 A schematic diagram of the overall structure of a laser intelligent control device for fixed-point positioning and time-delay braking of a construction track locomotive;

[0020] Figure 2 This is the logic control diagram for the laser signal processing execution circuit.

[0021] Figure 3-1 This is a schematic diagram illustrating the circuit working principle of a laser probe.

[0022] Figure 3-2 This is a schematic diagram of the laser probe's structural connections;

[0023] Figure 4 A schematic diagram of the structure of the control relay J;

[0024] Figure 5 This is a schematic diagram of the intermediate relay G;

[0025] Figure 6-1 This is a schematic diagram of the main structure of the time-delay relay S;

[0026] Figure 6-2 This is a side view of the time delay relay S.

[0027] Figure 6-3 This is a schematic diagram of the time adjustment dial.

[0028] Figure 7 This is a schematic diagram of the laser reflector.

[0029] In the diagram, 1. Rail locomotive, 2. Laser probe, 3. Laser reflector, 4. Tunnel segment or tunnel wall, 5. Laser signal processing and execution circuit.

[0030] 2-1. Laser emitting diode; 2-2. Laser receiving diode; 2-3. Comparator; 2-4. Driver; 2-5. Laser sheet; 2-6. Clamping bracket nut; 2-7. Clamping bracket spring; 2-8. Indicator light for received laser reflection signal; 2-9. Built-in wiring harness.

[0031] 3-1, support plate; 3-2, mounting holes;

[0032] 5-1 Control relay J; 5-2 Intermediate relay G; 5-3 Time delay relay S; 5-4 Deceleration alarm; 5-5 Deceleration alarm release button; 5-6 Brake solenoid valve; 5-7 Locomotive speed control circuit grounding point; 5-8 Locomotive drive frequency converter speed control common terminal.

[0033] 5-10, Normally closed contact J1; 5-11, Control relay body; 5-12, Control relay socket;

[0034] 5-20, Self-holding contact G1; 5-21, Normally closed contact G2; 5-22, Normally open contact G3; 5-23, Intermediate relay body; 5-24, Intermediate relay socket;

[0035] 5-33. Time delay relay body; 5-34. Time delay relay plug; 5-35. Delay time adjustment panel; 5-36. Time delay relay power indicator; 5-37. Time delay contact action indicator. Detailed Implementation

[0036] The research and development concept of this utility model is that, for major safety considerations, the rail locomotive 1 used in subway tunnels and mountain tunnels needs to decelerate at a certain distance from a construction site and stop within a certain time after deceleration. For example, the rail locomotive 1 is required to decelerate 200 meters before reaching the construction end point and brake to a stop immediately after 6 seconds of deceleration. However, the rail locomotive 1 currently used in subway tunnels and mountain tunnels does not have an automatic deceleration and delayed braking device at a predetermined location. When it is necessary to decelerate and stop at a fixed point or delay braking, the decision is made by the driver. During construction, errors or failures to operate due to driver fatigue or drowsiness occur frequently. Furthermore, the varying levels of control among different drivers are a major factor leading to safety accidents. Laser detection and control is a mature technology. This utility model considers using laser reflection signals, laser positioning, and laser signal processing execution circuit 5 to realize automatic fixed-point deceleration and delayed braking functions, so as to fill the gap in the existing technology and provide a simple, self-controlled, stable and reliable laser intelligent control device for fixed-point positioning and delayed braking of construction track locomotive 1 for subway tunnel and mountain tunnel construction.

[0037] Laser probes 2 are fixedly mounted on both sides of the upper exterior of the front end of the driver's cab of the moving rail locomotive 1. The laser emission direction is the two sides of the rail locomotive 1, and the rail locomotive 1 provides a 24V power supply to the laser probes 2. A laser reflector 3 is installed on the side of the rail locomotive 1, at a certain distance from the nearest construction site, on the tunnel segment or the inner wall of the tunnel. The laser reflector 3 is usually 100mm×100mm in size, and its installation height is consistent with the horizontal height of the laser probes 2.

[0038] Laser probe 2 continuously emits laser beams as the railcar 1 moves. When the emitted laser beam is reflected back by laser reflector 3 and received by laser probe 2, laser probe 2 outputs a laser reflection response electrical signal and transmits it to railcar 1. At this time, railcar 1 obtains a laser positioning signal: the position of laser reflector 3 is preset, indicating that railcar 1 should start decelerating or accelerating from this point. When laser signal processing and execution circuit 5 receives the laser reflection signal, it controls railcar 1 to decelerate. After a preset deceleration time, railcar 1 will automatically output a forced braking signal, so that all wheels of railcar 1 are in a brake shoe holding state. This achieves precise control of railcar 1 to decelerate at a fixed position and complete braking to a stop within a set time, reliably realizing safe operation and construction.

[0039] The following is a detailed description of the specific implementation method of the laser intelligent control device for fixed-point positioning and time-delay braking of the construction track locomotive 1, with reference to the accompanying drawings (see attached figures). Figure 1-7 ):

[0040] A laser intelligent control device for fixed-point positioning and delayed braking of a construction track locomotive 1 includes a track locomotive 1, laser probes 2, and laser reflectors 3. Laser probes 2 are fixedly mounted on both sides of the upper exterior of the front end of the driver's cab of the moving track locomotive 1, with the laser emission direction being the two sides of the track locomotive 1. The track locomotive 1 provides a 24V power supply to the laser probes 2. Laser reflectors 3 are installed on tunnel segments or the inner wall 4 of the tunnel at a certain distance from the construction site on the side of the track locomotive 1. Typically, the size of the laser reflectors 3 is 100mm × 100mm, and the installation height of the laser reflectors 3 is consistent with the horizontal height of the laser probes 2. A laser signal processing and execution circuit 5 is installed inside the front of the track locomotive 1. The laser signal processing and execution circuit 5 consists of a 24V DC power supply from the locomotive, control relay J5-1, intermediate relay GJ5-2, delayed relay SJ5-3, a deceleration circuit, a deceleration alarm, a deceleration alarm release button 5-5, and a brake solenoid valve 5-6 (see [reference]). Figure 1 and Figure 2 ).

[0041] Circuit structure and working principle of laser probe 2:

[0042] Circuit structure: It mainly consists of laser emitting diode 2-1, laser receiving diode 2-2, comparator 2-3, and driver 2-4.

[0043] Laser emitting diode 2-1 is model HL6545MG, package type: T056, operating wavelength: 660nm; laser receiving diode 2-2 is model AD500-9, package type: T052S3, operating wavelength: 620~910nm, full conduction voltage / current: 2.5~7V / 0.25mA, non-conducting current: 0.8nA, non-responding spectral wavelength range (including visible light): <620nm; comparator 2-3 uses LM324 integrated circuit; driver 2-4 uses ULN2003 integrated circuit (see...). Figure 3-1 ).

[0044] Working principle: Laser light is emitted by laser emitting diode 2-1. When laser receiving diode 2-2 does not receive a laser signal, V1 = 12V and V1 > V2 in the laser probe 2 control circuit. Comparator 2-3 outputs a high level, controlling relay J5-1 to engage. When laser receiving diode 2-2 receives a laser signal of the corresponding wavelength, it conducts, and the voltage V1 drops to the range of 2.5-7V, with V1 < V2. Comparator 2-3 outputs a low level, and driver 2-4 outputs an open-collector state, controlling relay J5-1 to de-energize and cease operation. Capacitor C is a filter capacitor, filtering out instantaneous interference signals (see...). Figure 3-1 ).

[0045] The laser probe 2 is structurally connected as follows: A laser plate 2-5 is mounted on one end of the clamping bracket nut 2-6 and clamping bracket spring 2-7, and the other end is equipped with a laser emission signal indicator 2-8 and a built-in wiring harness 2-9. The brown wire of the built-in wiring harness 2-9 is connected to the locomotive's 24VDC power supply and the positive terminal of the control relay J5-1, respectively. The blue wire of the built-in wiring harness 2-9 is connected to the ground of the locomotive's 24VDC power supply, and the black wire of the built-in wiring harness 2-9 is connected to the negative terminal of the control relay J5-1 (see [link]). Figure 3-2 ).

[0046] Laser probe 2 continuously emits laser beams as the railcar 1 moves. When the emitted laser beam is reflected back by laser reflector 3 and received by laser probe 2, laser probe 2 will output a laser reflection response electrical signal and transmit it to railcar 1. At this time, railcar 1 obtains the laser positioning signal by controlling relay J5-1: since the position of laser reflector 3 is preset, it means that railcar 1 should start to decelerate or accelerate from this point.

[0047] The control relay J5-1 includes a normally closed contact J15-10, which is connected in series with the intermediate relay GJ5-2 to form the power supply circuit for the intermediate relay GJ5-2.

[0048] The control relay J5-1, model JZX-22F(D) / 2Z, has 2 normally open and 2 normally closed contacts. It is a small molded-case electromagnetic coil relay that works in conjunction with laser probe 2 (see [link]). Figure 4 ).

[0049] The intermediate relay GJ5-2, model JZX-22F(D) / 3Z, has 3 normally open and 3 normally closed contacts, capable of simultaneously connecting and disconnecting a specified functional circuit; it is also a small molded case electromagnetic coil relay; the intermediate relay GJ5-2 mainly consists of the intermediate relay body 5-23 and the intermediate relay socket 5-24 (see...). Figure 5 ).

[0050] Intermediate relay GJ5-2 includes a self-holding contact G15-20, a normally closed contact G25-21, and a normally open contact G35-22. The normally closed contact G25-21 is connected to the locomotive speed control circuit grounding point 5-7 and the locomotive drive frequency converter speed control common terminal 5-8, forming a deceleration circuit. The normally open contact G35-22 is connected to the time-delay relay SJ5-3, the deceleration alarm J5-4, and the deceleration alarm release button 5-5, forming a deceleration delay brake alarm circuit (see [link]). Figure 5 , Figure 2 ).

[0051] The time-delay relay SJ5-3 includes a time-delay contact S1; the time-delay contact S1 is connected in series with the brake solenoid valve 5-6 to form a rapid braking circuit (see Figure 6). Figure 2 ).

[0052] When the control relay J5-1 of the laser signal processing execution circuit 5 receives the laser reflection signal, the normally closed contact J15-10 closes, the coil of the intermediate relay GJ5-2 is energized, and the self-holding contact G15-20 closes, holding the intermediate relay GJ5-2 in place to solve the problem that the laser reflection signal will disappear quickly. At the same time, the normally closed contact G25-21 and the normally open contact G35-22 operate, that is, the normally closed contact G25-21 opens and the normally open contact G35-22 closes.

[0053] When the normally closed contact G25-21 is opened, the connection between the common terminal of the speed control signal of the locomotive drive frequency converter and the frequency converter is cut off. The speed control signal of the frequency converter will also fail, and the frequency converter will immediately enter the deceleration state, controlling the rail locomotive 1 to decelerate.

[0054] (See) Figure 2 Once the intermediate relay GJ5-2 is energized, its normally closed contact G25-21 opens, cutting off the connection between the common ground of the locomotive speed control circuit and the common ground of the frequency converter circuit controlling the locomotive's operation. This is equivalent to setting the speed command signal of the frequency converter to zero. According to the pre-set operating parameters and mode program of the frequency converter, the frequency converter will then enter a state of reverse dragging the drive motor, causing the locomotive to gradually slow down. Typically, this reverse dragging operation time is set to no more than 10 seconds. If no new speed control command arrives at the end of these 10 seconds, the frequency converter will stop working, and the locomotive will be in an unconstrained free state. That is, if the locomotive happens to be on a slope at this time, it will slide freely. To solve the locomotive braking problem, a delay time is set for the delay relay SJ5-3 to ensure that the locomotive braking is automatically completed at this time.

[0055] The braking process is as follows: The normally open contact G35-22 of the intermediate relay GJ5-2 closes, energizing the time-delay relay SJ5-3. Within the set delay time (≤10 seconds), the normally closed delay contact S1 of the time-delay relay SJ5-3 opens, de-energizing the air brake hub of the locomotive and the coil of the brake solenoid valve 5-6, which specifically controls the brakes. This causes all the brake cylinders of the rail locomotive 1 to enter a rapid braking state, and all wheels of the rail locomotive 1 are in a brake shoe holding braking state, with all wheels potentially locking up. This achieves precise control of the rail locomotive 1 to decelerate at a fixed position and complete braking to a stop within a set time, effectively ensuring safe operation and construction.

[0056] When the normally open contact G35-22 closes, it also simultaneously activates the buzzer or alarm, indicating that the railcar 1 is in a deceleration or imminent braking state. Pressing the deceleration alarm release button will release all the aforementioned actions of the intermediate relay GJ5-2 (see...). Figure 2 ).

[0057] The logic control process of laser signal processing execution circuit 5 is as follows:

[0058] When laser probe 2 receives a signal from laser reflector 3, the coil of control relay J5-1 is de-energized, the normally closed contact J15-10 closes, the coil of intermediate relay GJ5-2 is energized, and the self-holding contact G15-20 is energized (ensuring intermediate relay GJ5-2 is energized even without a laser signal). Simultaneously, normally closed contact G25-21 opens and normally open contact G35-22 closes.

[0059] Normally closed contact G25-21 is opened, cutting off the common terminal 5-8 of the locomotive drive inverter speed control, causing the inverter speed control signal to fail, and the rail locomotive 1 immediately enters the deceleration state.

[0060] Normally open contact G35-22 is activated—time delay relay SJ5-3 is energized—time delay contact S1 is deactivated after a set time—brake solenoid valve 5-6 is de-energized—rail locomotive 1 enters rapid braking state.

[0061] The control relay J5-1 is model JZX-22F(D) / 2Z, and is a small plastic-cased electromagnetic coil relay from the Chint brand. When a laser signal is received, the control relay J5-1 immediately de-energizes. The control relay J5-1 mainly consists of the control relay body 5-11 and the control relay socket 5-12 (see...). Figure 4 ).

[0062] The aforementioned time-delay relay SJ5-3 is model ST3PA-A, selected from the Fujitsu time relay series; AA indicates a power-on delay type. The negative terminal of the SJ5-3 coil is connected to one end of a normally open contact G3 of the intermediate relay GJ5-2. The other end of the normally open contact G35-22 is connected to the negative terminal of the locomotive's 24V operating power supply via a deceleration alarm release normally closed button. The SJ5-3 is an adjustable time-delay relay for delayed braking after deceleration of the rail locomotive 1. The SJ5-3 consists of a time delay relay body (5-32), a time delay relay socket (5-33), a time delay relay plug (5-34), a time adjustment dial (5-35), a time delay relay power indicator (5-36), and a time delay contact operation indicator (5-37). The delay time is adjustable between 0 and 60 seconds. The SJ5-3 time delay relay has four adjustable time settings, which are changed via a two-position DIP switch on the lower right of the SJ5-3 panel. This device selects the 0-30 second setting (see [link]). Figure 6-1 , Figure 6-2 and Figure 6-3 ).

[0063] Instructions for replacing the delay setting of the SJ5-3 time delay relay:

[0064] Pull the plastic rotating disc of the ST3PA-A time delay relay SJ5-3 upwards. Below are two time scale panels, each with a front and back side, for a total of four different time ranges. When using different panels, the DIP switch in the lower right corner of the time delay relay SJ5-3 needs to be adjusted to the position indicated by the current scale (see [link]). Figure 6-3 ).

[0065] The laser reflector 3 consists of four small laser reflector plates 3 and a non-metallic support plate 3-1. Mounting holes 3-2 are formed at the four corners of the support plate 3-1. Alternatively, it can be directly glued and fixed without using the mounting holes 3-2 (see [link]). Figure 7 ).

[0066] When the laser probe 2 does not encounter the laser reflector 3 and there is no laser signal, the intermediate relay GJ5-2 is not energized. Therefore, its normally open contact G35-22 is not connected, disconnecting the power supply circuit of the time delay relay SJ5-3, making the time delay relay SJ5-3 not energized and not working. When the laser probe 2 encounters the laser reflector 3 and there is a laser signal, the control relay J5-1 is de-energized, and its normally closed contact J15-10 is connected, energizing the intermediate relay GJ5-2. The intermediate relay GJ5-2 is self-holding through the closure of its self-holding contact G15-20. At the same time, its normally open contact G35-22 is connected, causing the time delay relay SJ5-3 to be energized. The time delay contact S1 of the time delay relay SJ5-3 is delayed and closed within a set time. When the time delay contact S1 is opened, the brake solenoid valve 5-6 of the rail locomotive 1 is de-energized. After the brake solenoid valve 5-6 is de-energized, the locomotive immediately enters the emergency braking state.

[0067] This laser-based intelligent control device for fixed-point positioning and delayed braking of the construction locomotive 1 addresses the current lack of similar fixed-point positioning, deceleration, and delayed braking safety control equipment for locomotives 1 used in subway tunnels and mountain tunnels. It utilizes mature and reliable laser components combined with a laser signal processing and execution circuit 5 to construct a technical solution that minimizes the construction risks and losses easily caused by manual operation in specific construction environments. These risks and losses mainly include: ① The weight of a single train of locomotive 1 vehicles ranges from approximately 120 to 300 tons. If deceleration is not achieved at the construction endpoint or if the vehicle cannot be stopped, it will result in personal injury or death, including the driver, or damage to equipment; ② It may cause derailment of locomotive 1 vehicles or collisions and crushing damage between locomotives, or equipment scrapping; ③ It may lead to work stoppages for several days or months, with direct and indirect losses often ranging from hundreds of thousands to millions of yuan; ④ Especially in geological sections requiring rapid tunneling, work stoppages caused by accidents may lead to geological subsidence or collapse.

[0068] The laser intelligent control device for fixed-point positioning and delayed braking of the construction track locomotive 1 has been proven through more than two years of actual use to be stable and reliable in automatic deceleration and delayed braking, which greatly improves the safety of the construction process of the track locomotive 1, effectively promotes the production progress, and improves economic benefits. It has now become a powerful helper to protect the track locomotive 1 for fast, safe and efficient construction.

[0069] The above description is merely a preferred embodiment of this utility model. The examples provided are for illustrative purposes only and do not constitute any limitation on the substantive content of this utility model. Any simple modifications or variations made by those skilled in the art to the above specific embodiments based on the technical essence of this utility model after reading this specification, as well as equivalent embodiments that may be changed or modified using the disclosed technical content, shall still fall within the scope of the technical solution of this utility model and shall not depart from the essence and scope of this utility model.

Claims

1. A laser intelligent control device for fixed-point positioning and delayed braking of a construction track locomotive, comprising a track locomotive (1), a laser probe (2), and a laser reflector (3); characterized in that: The track locomotive (1) is provided with laser probes (2) on both sides of the locomotive head, and a laser signal processing and executing circuit (5) is installed in the locomotive head; a laser reflection plate (3) is installed vertically on a tunnel inner segment or a tunnel inner wall (4) at a certain distance from a construction point, the height of the laser reflection plate (3) is consistent with the horizontal height of the laser probe (2), and the reflection signal of the laser reflection plate (3) obtained by the laser probe (2) is the position control signal for the locomotive to start executing a deceleration command; The laser probe (2) mainly comprises a laser emitting diode (2-1), a laser receiving diode (2-2), a comparator (2-3) and a driver (2-4); The laser signal processing and executing circuit (5) comprises a locomotive 24V DC power supply, a control relay J (5-1), an intermediate relay G (5-2), a delay relay S (5-3), a deceleration circuit, a deceleration alarm (5-4), a deceleration alarm release button (5-5) and a brake electromagnetic valve (5-6); The driver (2-4) of the laser probe (2) is electrically connected with the control relay J (5-1) of the laser signal processing and executing circuit (5), the laser receiving diode (2-2) is turned on when receiving a laser signal of a corresponding wavelength from the laser reflection plate (3), the comparator (2-3) outputs a low level, and the output end of the driver (2-4) is open-circuited, so that the control relay J (5-1) is powered off; The control relay J (5-1) comprises a normally closed contact J1 (5-10), and the normally closed contact J1 (5-10) is connected in series with the intermediate relay G (5-2) to form a power supply circuit of the intermediate relay G (5-2); The intermediate relay G (5-2) comprises a self-holding contact G1 (5-20), a normally closed contact G2 (5-21) and a normally open contact G3 (5-22), the normally closed contact G2 (5-21) is connected with a locomotive speed control circuit grounding point (5-7) and a locomotive drive frequency converter speed common end (5-8) respectively to form a deceleration circuit; the normally open contact G3 (5-22) is connected with the delay relay S (5-3), the deceleration alarm (5-4) and the deceleration alarm release button (5-5) respectively to form a deceleration delay brake alarm circuit; The delay relay S (5-3) comprises a delay contact S1 (5-31); and the delay contact S1 (5-31) is connected in series with the brake electromagnetic valve (5-6) to form a quick brake braking circuit. The locomotive 24V DC power supply is connected with the laser probe (2) and the control relay J (5-1) for power supply, when receiving the laser signal, the control relay J (5-1) is powered off, the normally closed contact J1 (5-10) is closed to make the intermediate relay G (5-2) powered on, the self-holding contact G1 (5-20) is attracted, the normally closed contact G2 (5-21) is opened, the normally open contact G3 (5-22) is attracted, the normally closed contact G2 (5-21) is opened to cut off the locomotive drive frequency converter speed public end (5-8), so that the frequency converter speed signal is invalid, the track locomotive (1) immediately enters the deceleration state; the normally open contact G3 (5-22) is attracted to make the delay relay S (5-3) powered on, the delay contact S1 (5-31) is opened in the set time delay, so that the brake electromagnetic valve (5-6) is powered off, the track locomotive (1) enters the fast brake state.

2. The construction track locomotive fixed-point positioning delay brake laser intelligent control device according to claim 1, characterized in that: The model of the laser probe (2) is E3F-R20C1, which is a normally open type working mode.

3. The construction rail vehicle fixed-point positioning delay brake laser intelligent control device according to claim 1, characterized in that: The model of the control relay J (5-1) is JZX-22F(D) / 2Z, when there is a laser signal, the control relay J (5-1) will be powered off immediately, and the normally closed contact J1 (5-10) is closed.

4. The construction rail vehicle fixed-point positioning delay brake laser intelligent control device according to claim 1, characterized in that: The model of the delay relay S (5-3) is ST3PA-A, the negative electrode of the working coil is connected to one end of the normally open contact G3 (5-22) of the intermediate relay G (5-2), and the other end of the normally open contact G3 (5-22) is connected to the negative electrode of the locomotive 24V working power supply through the deceleration alarm release button (5-5).

5. The construction rail vehicle fixed-point positioning delay brake laser intelligent control device according to claim 1, characterized in that: The model of the intermediate relay G (5-2) is JZX-22F(D) / 3Z, which is a multi-contact intermediate relay, which can realize the functions of simultaneously turning on and off the specified circuit.

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