Railway locomotive wheel stopper early warning device

Abstract

The utility model relates to the technical field of railways, in particular to a railway locomotive wheel stopper early warning device. A railway locomotive wheel stopper early warning device comprises a proximity sensor, an intermediate relay and an audible and visual alarm. Wherein the proximity sensor is connected with the control end of the intermediate relay; the intermediate relay is arranged on a power supply loop of the audible and visual alarm and is used for controlling the power supply state of the audible and visual alarm; the proximity sensor is used for monitoring the state of the wheel stopper and transmitting a monitoring signal to the intermediate relay; the intermediate relay is used for receiving a monitoring signal from the proximity sensor; when the monitoring signal shows that the wheel stopper is not removed, the intermediate relay is in a closed state so as to control the audible and visual alarm to give an alarm; and when the monitoring signal shows that the wheel stopper is removed, the intermediate relay is in an open state so as to control the audible and visual alarm not to give an alarm.

Description

Technical Field

[0001] This application relates to the field of railway technology, and more specifically, to a warning device for a railway locomotive wheel stop. Background Technology

[0002] Wheel chocks, also known as "rail shoes," are specialized railway equipment designed specifically for railway locomotives and rolling stock. Their primary function is to prevent locomotives and rolling stock from slipping when stationary or under specific conditions. When locomotives and rolling stock need to stop at a parking line, wheel chocks are placed between the wheels and the rails to prevent slippage due to factors such as gradient, loading special cargo, or strong winds. Wheel chocks increase friction by converting rolling friction between the wheel and rail into sliding friction, thus slowing down a slipping locomotive and bringing it to a stop as quickly as possible.

[0003] If wheel chocks are not removed in time before a train departs, the train may start running with the wheel chocks in place, potentially leading to derailment or even overturning, causing serious safety accidents and threatening the lives of personnel and the safety of railway transportation. Furthermore, failure to remove wheel chocks can severely disrupt normal railway operations, causing economic losses and social impact. Utility Model Content

[0004] In order to overcome at least some of the problems existing in the related technologies, the purpose of this application is to provide a railway locomotive wheel stop early warning device to reduce the situation of wheel stops being missed.

[0005] This application provides a railway locomotive wheel stop early warning device, including: a proximity sensor, an intermediate relay and an audible and visual alarm;

[0006] The proximity sensor is connected to the control terminal of the intermediate relay; the intermediate relay is installed on the power supply circuit of the audible and visual alarm to control the power supply status of the audible and visual alarm.

[0007] The proximity sensor is used to monitor the status of the wheel stop and transmit the monitoring signal to the intermediate relay;

[0008] The intermediate relay is used to receive monitoring signals from the proximity sensor;

[0009] When the monitoring signal indicates that the wheel stop has not been removed, the intermediate relay is in a closed state to control the audible and visual alarm to sound.

[0010] When the monitoring signal indicates that the wheel stop has been removed, the intermediate relay is turned on to prevent the audible and visual alarm from sounding.

[0011] In some embodiments, it further includes: a DC digital display voltmeter and ammeter;

[0012] The DC digital display voltage and current meter is used to monitor the status of the device in real time.

[0013] In some embodiments, a power supply circuit is also included;

[0014] The power supply circuit supplies power to the railway locomotive wheel stop warning device; and it is connected to the speed control handwheel for power supply.

[0015] In some embodiments, the connector of the power supply circuit is a plug-in connector.

[0016] In some embodiments, the power supply circuit is made of 1 square millimeter of national standard soft silicone high-temperature cable.

[0017] In some embodiments, the proximity sensor is an inductive sensor.

[0018] In some embodiments, the inductive sensor is an eddy current sensor.

[0019] In some embodiments, the intermediate relay is a DC relay.

[0020] In some embodiments, it further includes: a fixing device;

[0021] The mounting device secures the proximity sensor to the bottom of the vehicle so that the proximity sensor can monitor the wheel chocks.

[0022] In some embodiments, it further includes: a housing;

[0023] The intermediate relay and the audible and visual alarm are located inside the housing.

[0024] The technical solution provided in this application may include the following beneficial effects:

[0025] Proximity sensors monitor the status of wheel chocks in real time, ensuring that they are removed before the locomotive starts. When the intermediate relay receives a signal that the wheel chock has not been removed, it automatically activates the audible and visual alarm, providing a clear audio-visual alert to remind the driver and crew to take timely action. Through real-time monitoring and automatic alarms, safety accidents such as locomotive runaway and derailment caused by wheel chocks not being removed are effectively reduced, ensuring the safety of railway transportation. The device's audible and visual alarm function provides a dual reminder before the locomotive starts, ensuring that the driver and crew notice the wheel chocks in time and avoid safety hazards caused by negligence.

[0026] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0028] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a structural diagram of a railway locomotive wheel stop warning device according to some exemplary embodiments;

[0030] Figure 2 This is a structural diagram of a railway locomotive wheel stop warning device according to some exemplary embodiments.

[0031] In the diagram: 1-Proximity sensor, 2-Intermediate relay, 3-Audible and visual alarm, 4-DC digital display voltmeter and ammeter, 5-Speed ​​control handwheel, 6-Housing, 7-Housing Detailed Implementation

[0032] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses or methods consistent with some aspects of this application.

[0033] This specific embodiment provides a railway locomotive wheel stop early warning device. Inside the locomotive (driver's cab, control room), the proximity sensor of the wheel stop early warning device monitors whether the wheel stop has been removed. If the wheel stop has not been removed, an intermediate relay will control an audible and visual alarm to sound an alarm, reminding shunting personnel to handle the situation promptly. Through real-time monitoring and alarms, safety accidents caused by the failure to remove wheel stops during shunting operations in the depot are effectively reduced, improving the safety and efficiency of shunting operations.

[0034] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0035] Hereinafter, embodiments will be described with reference to the accompanying drawings. Furthermore, the embodiments shown below do not limit the scope of the utility model as described in the claims. Additionally, the complete contents of the structures represented in the following embodiments are not limited to those necessary for the solution of the utility model as described in the claims.

[0036] refer to Figures 1-2 This specific embodiment provides a railway locomotive wheel stop early warning device, including: a proximity sensor, an intermediate relay, and an audible and visual alarm; wherein, the proximity sensor is connected to the control terminal of the intermediate relay; the intermediate relay is disposed on the power supply circuit of the audible and visual alarm to control the power supply status of the audible and visual alarm; the proximity sensor is used to monitor the status of the wheel stop and transmit the monitoring signal to the intermediate relay; the intermediate relay is used to receive the monitoring signal from the proximity sensor; when the monitoring signal indicates that the wheel stop has not been removed, the intermediate relay is in a closed state to control the audible and visual alarm to sound; when the monitoring signal indicates that the wheel stop has been removed, the intermediate relay is in an open state to control the audible and visual alarm not to sound.

[0037] During shunting operations in the locomotive depot, the wheel chock warning device automatically monitors the status of the wheel chocks before the shunting personnel start the locomotive. If the wheel chocks are not removed, the device will immediately issue an audible and visual alarm to remind the shunting personnel to handle the situation promptly, thereby preventing locomotive runaway or derailment accidents caused by the wheel chocks not being removed.

[0038] In some embodiments, the device further includes a DC digital display voltmeter and ammeter; the DC digital display voltmeter and ammeter is used to monitor the status of the device in real time.

[0039] The DC digital display voltmeter and ammeter monitor the power supply voltage and current of the device in real time to ensure its normal operation during shunting operations. If any voltage or current abnormality occurs, the digital display will show it promptly, allowing shunting personnel to quickly check the power supply status of the device and avoid missed alarms due to device malfunction.

[0040] Operators can visually monitor the voltage and current status of the equipment using a digital display, enabling them to promptly detect and address power supply anomalies and ensure equipment reliability. If power supply fluctuations are caused by weather conditions, the digital display will promptly reflect these changes, alerting operators to check the equipment's power supply and ensuring its normal operation. New drivers can learn how to determine if the equipment is functioning correctly by observing the digital display data, improving their proficiency with the equipment. If a power supply anomaly occurs due to prolonged use, the digital display will promptly display it, allowing maintenance personnel to quickly inspect and repair the equipment, minimizing the impact of malfunctions on transportation efficiency.

[0041] In summary, the addition of DC digital display voltmeters and ammeters enables railway locomotive wheel stop warning devices to operate more stably and reliably in various practical application scenarios, further improving the safety and efficiency of railway transportation.

[0042] In some embodiments, a power supply circuit is also included; the power supply circuit supplies power to the railway locomotive wheel stop warning device; and is connected to the speed control handwheel for power supply.

[0043] The power supply circuit obtains power from the speed control handwheel circuit connected to the locomotive. The speed control handwheel is a key component in the locomotive control system; when the driver operates it, a corresponding electrical signal is generated in the circuit. During the design phase, the power supply circuit precisely determines the power source location, typically finding a suitable connection point within the control circuitry related to the speed control handwheel, such as locating the corresponding line on a circuit board or the corresponding terminal block. Then, using specialized electrical connection methods, such as soldering or the use of dedicated terminal blocks, the power supply circuit is connected to the speed control handwheel circuit, ensuring a secure and reliable connection.

[0044] The power supply circuit includes a power management module for processing and distributing the acquired power. First, the power supply is filtered and regulated to ensure a stable and reliable supply to the warning device. Filtering removes noise and interference signals, while regulation stabilizes the voltage within the range required by the warning device. Then, the power management module allocates power appropriately based on the power requirements of different components in the warning device, ensuring that each component receives sufficient power.

[0045] When designing the power supply circuit, compatibility with the locomotive's existing electrical system was fully considered. By consulting the locomotive's circuit diagrams and relevant technical documents, the characteristics and parameters of the locomotive's electrical system were understood to ensure that the power supply circuit would not interfere with the normal operation of the locomotive after connection. At the same time, the power supply circuit also possesses a certain degree of adaptability, capable of accommodating the speed control handwheel circuits of different locomotive models, allowing it to be installed and used on various locomotives.

[0046] Power is supplied to the early warning device via a power supply circuit that connects to the speed control handwheel. During locomotive operation, the voltage of the speed control handwheel circuit remains relatively stable and is closely related to the locomotive's operating status. When the locomotive starts or runs, the speed control handwheel circuit provides continuous power, ensuring the early warning device functions properly when needed. Simultaneously, the voltage regulation and filtering functions of the power management module further enhance power stability, preventing false alarms or missed alarms caused by power fluctuations.

[0047] This power supply method improves system safety. The speed control handwheel is a frequently used component by the locomotive driver. It is only moved out of the zero position when the driver is preparing to start the locomotive, at which point the power supply circuit will supply power to the warning device. If the locomotive is stationary, the speed control handwheel is in the zero position, and the power supply circuit will not supply power to the warning device, avoiding false alarms when the locomotive does not need to be started, and reducing unnecessary interference and safety hazards.

[0048] In some embodiments, the connector of the power supply circuit is a plug-in connector. The wiring of the power supply circuit is a 1 square millimeter high-temperature soft silicone cable conforming to national standards.

[0049] Specifically, select a pin-type connector, such as the Weixin GX12 pin-type connector. This type of connector features a high mating success rate, high temperature resistance, insulation, flame retardancy, and high safety, enabling it to adapt to various harsh environments during locomotive operation. In the locomotive's electrical system, locate a suitable power supply circuit and install the pin-type connector between the power supply circuit and the warning device. During installation, ensure the connector is securely fixed to prevent loosening due to vibration during locomotive operation. Connect a 1 square millimeter section of standard soft silicone high-temperature cable to the pin-type connector. During connection, follow the correct wiring method, tightly connecting both ends of the cable to the corresponding terminals of the connector to ensure the reliability and stability of the electrical connection. The standard soft silicone high-temperature cable has excellent high-temperature resistance, operating stably within a temperature range of -60℃ to 200℃. It also possesses good flexibility, anti-aging properties, and chemical corrosion resistance, enabling it to adapt to various complex environments during locomotive operation. Inside the locomotive, lay the standard soft silicone high-temperature cable along the predetermined wiring path. When laying cables, avoid direct contact with high-temperature components of the locomotive. Also, consider the vibrations and mechanical stresses during locomotive operation, and secure the cables properly to prevent damage from movement or friction. At both ends of the cable, make electrical connections to the plug-in connectors and the power supply interfaces of the warning devices, respectively. Ensure the connections are secure and reliable to avoid poor contact or short circuits.

[0050] The use of pin-type connectors effectively solves problems such as poor contact and loose connections that may occur in traditional connection methods. Their high mating and unmating success rate ensures stable and reliable electrical connections during locomotive operation, preventing power outages or abnormal signal transmissions in warning devices due to connection issues. The application of national standard soft silicone high-temperature cables solves the problem of wire damage and aging in harsh environments such as high temperature, low temperature, and humidity. Their excellent high-temperature resistance and chemical corrosion resistance allow the cables to maintain stable performance in various complex environments during locomotive operation, extending the cable's service life. Pin-type connectors have insulating and flame-retardant properties, which can prevent electrical fires and other safety accidents to a certain extent. At the same time, their robust connection method reduces safety hazards such as electrical sparks caused by loose connections, improving the safety of the entire power supply circuit.

[0051] In some embodiments, the proximity sensor is an inductive sensor. Further, the inductive sensor is an eddy current sensor.

[0052] An inductive sensor is a sensor that operates based on the principle of electromagnetic induction. When a measured object approaches the sensor, the magnetic field around the sensor changes, causing a change in the sensor's inductance. By measuring the change in inductance, the position or distance of the measured object can be determined. In the early warning device of railway locomotive wheel stoppers, inductive sensors are chosen because of their high accuracy, stability, and reliability, and their ability to adapt to various harsh environments during locomotive operation.

[0053] Eddy current sensors are a special type of inductive sensor. They utilize high-frequency alternating current passing through a coil to generate an alternating magnetic field. When a conductive object approaches the coil, eddy currents are generated within the object. The magnitude and distribution of these eddy currents depend on factors such as the distance, shape, and material of the object. By detecting changes in the coil's impedance, the object's position can be determined. Eddy current sensors offer higher accuracy and sensitivity, enabling non-contact measurement, avoiding direct contact with the object being measured, and reducing the possibility of wear and malfunction.

[0054] During implementation, the eddy current sensor needs to be installed in a suitable position within the locomotive wheel chock slot to ensure accurate monitoring of the wheel chock's status. During installation, the sensor's sensing range and sensitivity must be considered; its position and angle should be adjusted to optimally detect the presence or absence of the wheel chock. Furthermore, the sensor needs to be calibrated and adjusted to ensure the accuracy and stability of its output signal.

[0055] Inductive sensors, especially eddy current sensors, offer higher monitoring accuracy. Compared to traditional mechanical or photoelectric sensors, eddy current sensors can more accurately detect the position and status of wheel stoppers, reducing false alarms and missed alarms.

[0056] Eddy current sensors possess strong anti-interference capabilities and adaptability. During locomotive operation, they are exposed to harsh environmental factors such as vibration, dust, oil contamination, and temperature fluctuations. Due to their non-contact measurement characteristics, eddy current sensors effectively avoid interference from these factors, ensuring the reliability of monitoring data. Eddy current sensors have no mechanically worn parts, resulting in a long service life and low maintenance costs. Furthermore, their stable performance reduces the risk of early warning device failure due to sensor malfunction.

[0057] In some embodiments, the intermediate relay is a DC relay. In practical applications, a suitable DC relay is selected based on the voltage level and load characteristics of the locomotive's electrical system. For example, the Aomeng HH52P (MY2NJ) DC relay operates at 110V DC, conforming to common voltage standards for locomotive electrical systems, and exhibits stable performance and high reliability. The DC relay is installed in the locomotive's electrical control cabinet or on a dedicated mounting bracket. The installation location should consider factors such as heat dissipation, vibration prevention, and moisture protection to ensure a stable operating environment for the relay during locomotive operation. Simultaneously, the relay's terminals should be arranged appropriately to facilitate connection with sensors, alarms, and other circuit components.

[0058] The electrical connection of the DC relay is as follows: Connect the output signal line of the proximity sensor to the control terminal of the DC relay. Ensure a secure connection and reliable signal transmission. During connection, pay attention to the sensor's output signal type and the relay's control terminal input requirements, ensuring correct matching and wiring. The DC relay contacts are used to control the power supply circuit of the audible and visual alarm. Connect the power supply line and load line of the audible and visual alarm to the relay contacts respectively to control the alarm's power supply status. Simultaneously, consider whether the rated current and voltage of the contacts meet the operating requirements of the audible and visual alarm, ensuring reliable connection or disconnection of the alarm circuit when the relay operates. Adjust the operating voltage of the DC relay according to the actual voltage conditions of the locomotive's electrical system. Ensure the relay operates accurately within the normal power supply voltage range, avoiding malfunctions or failures due to voltage fluctuations. Optimize the contact's operating time by adjusting the relay's internal mechanical structure or electrical parameters. This ensures the contacts can close or open quickly and accurately after receiving a control signal, guaranteeing the audible and visual alarm responds promptly to changes in the wheel stop's status. Before practical application, conduct multiple continuity tests and reliability tests simulating the locomotive's operating environment on the DC relay. These tests include vibration testing, temperature cycling testing, and humidity testing to ensure that the relays can operate stably under various harsh conditions and meet the high reliability requirements of railway locomotive wheel stop warning devices.

[0059] The stable operation and anti-interference capabilities of DC relays ensure reliable operation of railway locomotive wheel stop warning devices under various working conditions. During locomotive startup and operation, the system can promptly and accurately control the audible and visual alarms based on the wheel stop status, reducing safety risks caused by relay malfunctions and improving the overall system reliability. Precise control of the audible and visual alarms via DC relays ensures timely alarm signals are issued even when the wheel stop is not removed, alerting the driver and crew to take appropriate measures. This effectively prevents locomotive runaway, derailment, and other safety accidents caused by wheel stop failures, safeguarding railway transportation safety. The stability and anti-interference capabilities of DC relays enhance the overall stability of the warning device. During locomotive operation, relay malfunctions or poor contact will not cause abnormal alarm operation, reducing interference with locomotive operation and ensuring smooth operation. The relatively simple structure of DC relays facilitates maintenance and repair. In case of malfunction, problems can be quickly located and repaired or replaced. Furthermore, their high reliability and long lifespan reduce maintenance frequency and workload, lowering maintenance costs.

[0060] In some embodiments, the device further includes a fixing device that secures the proximity sensor to the bottom of the vehicle so that the proximity sensor monitors the wheel chock.

[0061] The mounting device is made of high-strength metal materials (such as alloy steel or aluminum alloy) to ensure mechanical strength and stability during locomotive operation. It is designed as an adjustable bracket structure to adapt to the installation requirements of different locomotive models. The bracket has multiple fixing holes, and the proximity sensor is securely mounted on the bracket using standard fasteners such as bolts, nuts, and spring washers. Simultaneously, the shape and size of the bracket are customized according to the shape of the proximity sensor to ensure that the sensor maintains a stable position and angle after installation. First, a suitable installation location is determined on the bottom of the locomotive, usually near the wheel chock placement slot, ensuring that the sensor can accurately monitor the wheel chock's status. Holes are drilled in the bottom of the locomotive using specialized tools, and expansion bolts or special rail bolts are installed. Then, the mounting bracket of the mounting device is connected to the mounting point on the bottom of the locomotive using bolts, and the position and angle of the bracket are adjusted so that the proximity sensor is aligned with the monitoring area of ​​the wheel chock. Finally, the proximity sensor is installed on the bracket, and the bolts are tightened to ensure the sensor is securely fixed. The sensor installation is checked to ensure it is stable and that its monitoring range accurately covers the wheel chock's placement location.

[0062] The fixing device ensures the stability and accuracy of the proximity sensor during locomotive operation, enabling timely and accurate monitoring of wheel chock status changes. This reduces false alarms or missed alarms caused by unstable sensor installation or external interference, thus improving the overall performance of the early warning system. Through the use of high-quality materials and a rational structural design, the fixing device enhances the reliability and durability of the proximity sensor. Even in harsh locomotive operating environments, the sensor can operate stably for extended periods, reducing the likelihood of equipment failure and lowering maintenance costs and downtime.

[0063] In some embodiments, the system further includes: a housing; the intermediate relay and the audible and visual alarm are disposed inside the housing. The housing is made of a robust metal material (such as cold-rolled steel plate or aluminum alloy), possessing good mechanical strength and electromagnetic shielding performance. Its shape is rectangular or cylindrical, with sufficient internal space to accommodate components such as the intermediate relay and the audible and visual alarm, while allowing for sufficient slack for wiring and heat dissipation. The surface of the housing undergoes anti-corrosion treatment, such as spraying anti-rust paint or anodizing, to withstand harsh conditions such as humidity and salt spray in the locomotive operating environment. Simultaneously, the housing's structural design considers heat dissipation requirements, with heat dissipation holes or fins provided in appropriate locations to ensure that internal components do not overheat during operation. Inside the housing, the intermediate relay and the audible and visual alarm are installed through a reasonable layout. A modular design is typically used, with the intermediate relay and the audible and visual alarm mounted on separate circuit boards or mounting brackets, and then fixed in their respective positions inside the housing. During wiring, the connecting wires between the components are neatly arranged inside the housing according to electrical design requirements, avoiding wire crossing and interference. Shielded cables and a well-designed grounding system are employed to reduce electromagnetic interference on the internal circuitry and improve system stability. The housing is installed in the locomotive's driver's cab or electrical control cabinet using bolts, nuts, and other fasteners. The installation location should be chosen for ease of observation and maintenance by operators, while avoiding strong vibrations and impacts during locomotive operation. Vibration-damping pads or rubber gaskets are added between the housing and the mounting surface to reduce the impact of vibration on internal components. Simultaneously, ensuring proper grounding of the housing improves the system's electromagnetic compatibility and safety.

[0064] The housing provides a favorable working environment for the intermediate relays and audible / visual alarms, reducing the impact of external factors on the components and improving the system's stability and reliability. During locomotive operation, the early warning device can operate continuously and stably, issuing alarm signals promptly and accurately, thus ensuring the safety of railway transportation.

[0065] It should be noted that the terms "first" and "second" used in this article are not intended to restrict the specific order, but are merely used to distinguish between different components or functions.

[0066] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

[0067] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0068] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A railway locomotive wheel stop pre-alarm device, characterized by, It comprises: a proximity sensor, an intermediate relay and an audible and light alarm. The proximity sensor is connected to the control end of the intermediate relay; the intermediate relay is arranged on the power supply circuit of the audible and light alarm to control the power supply state of the audible and light alarm. The proximity sensor is used to monitor the state of the wheel stopper and transmit the monitoring signal to the intermediate relay. The intermediate relay is used to receive the monitoring signal from the proximity sensor. When the monitoring signal indicates that the wheel stopper is not removed, the intermediate relay is in a closed state to control the audible and light alarm to alarm. When the monitoring signal indicates that the wheel stopper is removed, the intermediate relay is in an open state to control the audible and light alarm not to alarm.

2. The railroad locomotive wheel stop pre-alarm apparatus of claim 1 wherein, It further comprises: A direct current digital display voltmeter; The direct current digital display voltmeter is used to monitor the state of the device in real time.

3. The railroad locomotive wheel stop pre-alarm device of claim 1, wherein, It further comprises a power supply circuit; The power supply circuit supplies power to the railway locomotive wheel stopper early warning device; and is connected to the speed regulating hand wheel for power supply.

4. The railroad locomotive wheel stop pre-alarm apparatus of claim 3, wherein, The connector of the power supply circuit is a latch type connector.

5. The railroad locomotive wheel stop pre-alarm device of claim 3, wherein, The wire of the power supply circuit is a national standard soft silicone high temperature type cable.

6. The railroad locomotive wheel stop pre-alarm apparatus of claim 1 wherein, The proximity sensor is an inductance sensor.

7. The railroad locomotive wheel stop pre-alarm apparatus of claim 6 wherein, The inductance sensor is an eddy current sensor.

8. The railway locomotive wheel stop pre-alarm device of claim 1, wherein, The intermediate relay is a direct current relay.

9. The railway locomotive wheel stop pre-alarm device of claim 1, wherein, It further comprises: A fixing device; The fixing device fixes the proximity sensor at the bottom of the vehicle so that the proximity sensor monitors the wheel stopper.

10. The railroad locomotive wheel stop pre-alarm device of claim 1, wherein, It further comprises: A shell; The intermediate relay and the audible and light alarm are arranged inside the shell.

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