CN210063009U - Alarm system for vehicle to enter railway tunnel - Google Patents
Alarm system for vehicle to enter railway tunnel Download PDFInfo
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- CN210063009U CN210063009U CN201920884870.8U CN201920884870U CN210063009U CN 210063009 U CN210063009 U CN 210063009U CN 201920884870 U CN201920884870 U CN 201920884870U CN 210063009 U CN210063009 U CN 210063009U
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Abstract
The utility model discloses a vehicle is about to drive into alarm system in railway tunnel, the system includes first power, first detector, warning relay and warning circuit, wherein: the first detector is arranged at a set distance in front of an entrance of the railway tunnel and is connected with the first power supply in series, and when a vehicle enters the detection range of the first detector, the first detector outputs a first electric signal; the alarm circuit is arranged in the tunnel; a first contact and a second contact of the alarm relay are connected with the alarm circuit in series, and a controlled end of the alarm relay is electrically connected with an output end of the first detector; and after the controlled end of the alarm relay receives the first electric signal, the first contact and the second contact of the alarm relay are conducted. The utility model provides a technical scheme need not extra manpower and can in time report to the police before the vehicle is about to drive into the railway tunnel, can ensure operation personnel's safety in the tunnel effectively.
Description
Technical Field
The utility model relates to a railway electromechanical field, in particular to alarm system that the vehicle is about to drive into railway tunnel.
Background
The tunnel is many and long on the railway rails, and the communication signal in the tunnel is very weak, and the intercom can not get in touch with the protector at the station basically in the tunnel. How to give an alarm in time before a vehicle is about to enter a tunnel so as to effectively ensure the safety of operating personnel in the tunnel is an urgent problem to be solved. The prior art alarm method comprises the following steps: and additionally arranging guards at two ends of the tunnel inlet, and arranging guards at operation places in the tunnel. When a vehicle is about to enter the tunnel, a protector at the entrance of the tunnel gives an alarm manually to inform operators in the tunnel to leave the tunnel to avoid the vehicle. The scheme in the prior art has the following problems: due to the fact that the protection personnel are not concentrated in energy and other artificial factors, false reporting and missing reporting can be caused frequently, the safety of operating personnel in the tunnel can not be guaranteed effectively and reliably, a large amount of manpower is required to be invested for alarming, and the effect is poor.
Disclosure of Invention
In view of this, a technical scheme capable of giving an alarm in time before a vehicle is about to enter a railway tunnel entrance is urgently needed in practical application. The utility model provides a vehicle is about to drive into alarm system in railway tunnel, the system includes first detector, warning relay and warning circuit, wherein: the first detector is arranged at a set distance in front of an entrance of the railway tunnel, and when a vehicle enters a detection range of the first detector, the first detector outputs a first electric signal;
the alarm circuit is arranged in the tunnel; a first contact and a second contact of the alarm relay are connected with the alarm circuit in series, and a controlled end of the alarm relay is electrically connected with an output end of the first detector; and after the controlled end of the alarm relay receives the first electric signal, the first contact and the second contact of the alarm relay are conducted.
Preferably, the system further comprises a first power supply and a second power supply;
the first detector comprises a first transceiver and a first electric control switch; wherein:
the first transceiver is connected with the first power supply in series, a transmitting end and a receiving end of the first transceiver are sequentially bridged on two guide rails of a railway, when the vehicle drives into the detection range of the first detector, the current value of the receiving end of the first transceiver is zero, and the first transceiver does not output signals;
the controlled end of the first electric control switch is connected with the output end of the first transceiver, and the first electric control switch is switched off when no signal is output by the first transceiver;
the controlled end of the alarm relay is connected with the second power supply through the first electric control switch, the controlled end of the alarm relay is powered off when the first electric control switch is switched off, and the first contact and the second contact of the alarm relay are switched on.
Preferably, the system further comprises a second detector and an auxiliary relay, wherein:
the second detector is arranged between the first detector and the entrance, and the distance between the second detector and the first detector is smaller than the length of the vehicle; the second detector comprises a second transceiver and a second electric control switch; the second transceiver is connected with the first transceiver in parallel, a transmitting end and a receiving end of the second transceiver are sequentially bridged on two guide rails of a railway, when the vehicle drives into the detection range of the second detector, the current value of the receiving end of the second transceiver is zero, and the second transceiver does not output signals; the controlled end of the second electric control switch is connected with the output end of the second transceiver, and the second electric control switch is switched off when no signal is output by the second transceiver;
the controlled end of the auxiliary relay is connected with the second electric control switch, the first contact and the second contact of the auxiliary relay are connected in series between the alarm relay and the second power supply, when the second electric control switch is disconnected, the first contact and the second contact of the auxiliary relay are connected, the controlled end of the alarm relay is electrified, and the first contact and the second contact of the alarm relay are disconnected.
Preferably, the first transceiver adopts a closed-circuit transceiver with the working frequency of 20 KHZ; the second transceiver adopts a closed-circuit transceiver with the working frequency of 14 KHZ.
Preferably, the first detector is disposed at a distance of 4km from the entrance of the railway tunnel; the second detector is located at a distance of 50m from the first detector.
Preferably, the alarm relay and the auxiliary relay are both electrified delay relays.
Preferably, the system further comprises a fault-tolerant relay, wherein the fault-tolerant relay is a power-off delay relay;
the fault-tolerant relay is connected in series with a branch where a first contact and a second contact of the auxiliary relay are located, and a controlled end of the fault-tolerant relay is connected in series between the branch where the first contact and a third contact of the auxiliary relay are located and the second power supply;
and after the first contact and the second contact of the auxiliary relay are conducted for a preset time, the fault-tolerant relay is switched off.
Preferably, the system further comprises a solid state relay;
the first power supply is connected with the first input end of the solid-state relay,
and a first contact and a second contact of the alarm relay are connected in series between the second power supply and the second input end of the solid-state relay.
Preferably, the alarm circuit comprises an LED lamp.
Preferably, the alarm circuit further comprises a horn connected in parallel with the LED lamp.
The utility model provides a vehicle is about to drive into railway tunnel's alarm system produces the warning through first detector, warning relay and warning circuit, need not extra manpower and can in time report to the police before the vehicle is about to drive into railway tunnel, can ensure interior operation personnel's of tunnel safety effectively.
Drawings
Fig. 1 is a schematic installation diagram of a first detector in an alarm system of a railway tunnel about to be driven by a vehicle according to an embodiment of the present invention;
fig. 2a is a schematic installation diagram of a first detector in an alarm system for a vehicle about to enter a railway tunnel according to a second embodiment of the present invention;
fig. 2b is a working schematic diagram of an alarm system for a vehicle about to enter a railway tunnel according to the second embodiment of the present invention;
fig. 3a is a schematic installation diagram of a first detector and a second detector in an alarm system for a vehicle about to enter a railway tunnel according to a third embodiment and a fourth embodiment of the present invention;
fig. 3b is a schematic diagram of an operation of the warning system for a vehicle about to enter a railway tunnel according to the third embodiment of the present invention;
fig. 4 is a schematic diagram of an operation of the warning system for a vehicle about to enter a railway tunnel according to the fourth embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be described clearly and completely through embodiments with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some embodiments of the present invention, not all embodiments.
Example one
According to the alarm system for the vehicle about to enter the railway tunnel, when the first detector detects the vehicle about to enter the railway tunnel, the alarm relay controls the alarm circuit to generate an alarm.
As shown in fig. 1, the warning system of an imminent vehicle entering a railway tunnel includes a first detector D1, a warning relay, and a warning circuit. The first detector D1 is disposed at a set distance in front of the entrance P1 of the railway tunnel. P2 is the exit of the railway tunnel. The alarm circuit is arranged in the tunnel, the first contact and the second contact of the alarm relay are connected with the alarm circuit in series, and the controlled end of the alarm relay is electrically connected with the output end of the first detector D1.
When no vehicle passes through the warning relay, namely the track is idle, the output end of the first detector D1 supplies power to the warning relay, and the first contact and the second contact of the warning relay are disconnected, so that no current flows in the warning circuit, and no warning is generated.
When the vehicle travels toward the railway tunnel and the wheels of the vehicle are driven into the detection range of the first detector D1, the first detector D1 outputs a first electric signal. After the controlled end of the alarm relay receives the first electric signal, the first contact and the second contact of the alarm relay are conducted, current is generated in the alarm circuit, and the alarm circuit gives an alarm.
When all wheels of the vehicle leave the detection range of the first detector D1, the first detector D1 does not output the first electric signal any more, the controlled end of the alarm relay is powered off, the first contact and the second contact of the alarm relay are disconnected, no current exists in the alarm circuit any more, and therefore the alarm is stopped.
The utility model provides a vehicle is about to drive into railway tunnel's alarm system produces the warning through first detector, warning relay and warning circuit, need not extra manpower and can carry out timely warning before the vehicle is about to drive into railway tunnel, can ensure interior operation personnel's of tunnel safety effectively.
Example two
The first detector of the warning system for the vehicle to enter the railway tunnel provided by the embodiment comprises a first transceiver and a first electric control switch.
As shown in fig. 2a and 2b, the warning system for the vehicle about to enter the railway tunnel comprises a first power supply and a second power supply VEThe device comprises a first detector, an alarm relay BJJ and an alarm circuit W. The first power supply is connected in series with the first transceiver TA in the first detector. The first detector is disposed at a set distance in front of the entrance P1 of the railway tunnel. P2 is the exit of the railway tunnel. The alarm circuit W is arranged in the tunnel. The first contact and the second contact of the alarm relay BJJ are connected with the alarm circuit W in series, and the controlled end of the alarm relay BJJ is electrically connected with the output end of the first detector. The first detector comprises a first transceiver TA and a first electronically controlled switch AGJ, wherein: the first transceiver TA is connected with the first power supply in series, the first transceiver TA comprises two transmitting ends and two receiving ends, the transmitting ends and the receiving ends are sequentially bridged on two guide rails of a railway, and a detection range of the first transceiver TA is limited by a quadrilateral area taking the two transmitting ends and the two receiving ends as vertexes. In this embodiment, one contact of the first electronically controlled switch AGJ serves as the output of the first detector. The controlled terminal of the first electronically controlled switch AGJ is connected to the output terminal of the first transceiver TA. The controlled end of the alarm relay BJJ is connected with a second power supply V through a first electric control switch AGJEAnd (4) connecting.
When no vehicle passes through the rail at ordinary times, that is, the rail is idle, since the first power supply supplies power to the first detector, the transmitting end of the first transceiver TA transmits an electrical signal of a predetermined frequency (for example, 20KHZ), and after the electrical signal is transmitted through the railway rails R1 and R2, the receiving end of the first transceiver TA receives the electrical signal. Meanwhile, the output end of the first transceiver TA is powered to enable the controlled end of the first electronic control switch AGJ to be powered, the first electronic control switch AGJ is turned on, and the controlled end of the alarm relay BJJ is powered to enable the first contact and the second contact of the alarm relay BJJ to be disconnected. Therefore, no current flows in the alarm circuit W, and no alarm is generated.
When the vehicle enters the detection range of the first detector, the rail R1 and the rail R2 are short-circuited. The first detector outputs the first electrical signal, that is, the current value of the receiving end of the first transceiver TA is zero, and the electrical signal with the predetermined frequency cannot be received, and the first transceiver TA has no signal output. At this time, the first electronic control switch AGJ is turned off, and the controlled end of the alarm relay BJJ is powered off, so that the first contact and the second contact of the alarm relay BJJ are conducted. The alarm circuit W is provided with current to generate alarm.
When all wheels of the vehicle leave the detection range of the first detector, the short circuit between the rail R1 and the rail R2 is avoided, the first detector does not output the first electric signal any more, the output end of the first transceiver TA is electrified again, the controlled end of the first electric control switch AGJ is electrified to enable the first electric control switch AGJ to be switched on, the controlled end of the alarm relay BJJ is electrified, the first contact and the second contact of the alarm relay BJJ are switched off, no current exists in the alarm circuit W, and therefore the alarm is stopped.
The utility model provides a vehicle is about to drive into railway tunnel's alarm system, its first detector includes first transceiver and first automatically controlled switch, simple structure, easily realizes.
EXAMPLE III
The alarm system for the vehicle to enter the railway tunnel comprises the first detector and the second detector, and can eliminate false alarm when the vehicle leaves the entrance of the railway tunnel.
As shown in figures 3a and 3b, the warning system for the impending entrance of a vehicle into a railway tunnel comprises a first power supply, a second power supply VEThe device comprises a first detector, a second detector, an alarm relay BJJ, an auxiliary relay BFJ and an alarm circuit W. The first detector is disposed at a set distance in front of the entrance P1 of the railway tunnel (in the present embodiment, the first detector is disposed at a distance of 4km from the entrance of the railway tunnel). The second detector is arranged between the first detector and the railway tunnel entrance P1, and the distance d between the second detector and the first detectorABIs 50m, dABLess than the length of the vehicle. P2 is the exit of the railway tunnel. An alarm circuit W is arranged atAnd (4) in the tunnel. The first contact and the second contact of the alarm relay BJJ are connected with the alarm circuit W in series, and the controlled end of the alarm relay BJJ is electrically connected with the output end of the first detector. The first detector includes a first transceiver TA in series with the first power supply and a first electronically controlled switch AGJ. The second detector comprises a second transceiver TB connected in parallel with the first transceiver TA and a second electrically controlled switch BGJ. Wherein: the transmitting end and the receiving end of the first transceiver TA are sequentially bridged on two guide rails of a railway, and the distance d between the transmitting end and the receiving end of the first transceiver TAA15m, a detection range of the first transceiver TA is defined by a quadrilateral area with two transmitting ends and two receiving ends of the first transceiver TA as vertexes; the transmitting end and the receiving end of the second transceiver TB are sequentially bridged on two guide rails of the railway, and the distance d between the transmitting end and the receiving end of the second transceiver TBBA quadrangular area having vertices of two transmitting ends and two receiving ends of the second transceiver TB as 15m defines a detection range of the second transceiver TB. One contact of first electrically controlled switch AGJ serves as the output of the first detector and one contact of second electrically controlled switch BGJ serves as the output of the second detector. The first transceiver TA and the second transceiver TB are both closed-circuit transceivers with model numbers dk.swb1, and in order to reduce mutual interference between the first transceiver TA and the first transceiver TB, the operating frequency of the first transceiver TA is set to 20KHZ, and the operating frequency of the second transceiver TB is set to 14 KHZ. The controlled end of the auxiliary relay BFJ is connected with a second electric control switch BGJ, and a first contact and a second contact of the auxiliary relay BFJ are connected in series with the alarm relay BJJ and a second power supply VEIn the meantime. In this embodiment, the first electronically controlled switch AGJ and the second electronically controlled switch BGJ are both relays of type JWXC-1700 (each relay has eight sets of available contacts inside); the alarm relay BJJ and the auxiliary relay BFJ are electrified delay relays (two groups of available contacts are arranged in each relay) with the model number of JSBXC 1-850. In the first electronic control switch AGJ, the second electronic control switch BGJ, the alarm relay BJJ and the auxiliary relay BFJ: the first contact points refer to the intermediate contact points in any group of available contact points in the relay of the corresponding model, and the second contact points refer to the relay of the corresponding modelThe third contact refers to the front contact in any group of available contacts in the relay of the corresponding model.
When no vehicle passes through the rail at ordinary times, namely the rail is idle, on one hand, because the first power supply supplies power to the first transceiver TA, the transmitting end of the first transceiver TA sends an electric signal with the frequency of 20KHZ, after the electric signal is transmitted through the railway rails R1 and R2, the receiving end of the first transceiver TA receives the electric signal, and meanwhile, the output end of the first transceiver TA is electrified to enable the controlled end of the first electronic control switch AGJ to be electrified, and the first electronic control switch AGJ is conducted; the controlled end of the alarm relay BJJ is electrified to disconnect the first contact and the second contact of the alarm relay BJJ, so that no current exists in the alarm circuit W, and no alarm is generated. On the other hand, as the first power supply supplies power to the second transceiver TB, the transmitting end of the second transceiver TB sends an electric signal with the frequency of 14KHZ, and after the electric signal is transmitted through the railway tracks R1 and R2, the receiving end of the second transceiver TB receives the electric signal, and meanwhile, the output end of the second transceiver TB is electrified to enable the controlled end of the second electrically controlled switch BGJ to be electrified, the second electrically controlled switch BGJ is switched on, the controlled end of the auxiliary relay BFJ is electrified, and the first contact and the second contact of the auxiliary relay BFJ are switched off.
When the vehicle enters the detection range of the first detector, the rail R1 and the rail R2 within the detection range are short-circuited. The first detector outputs the first electrical signal, that is, the current value at the receiving end of the first transceiver TA is zero, and the electrical signal with the frequency of 20KHZ cannot be received, and the first transceiver TA has no signal output. At this time, the first electronic control switch AGJ is turned off, and the controlled end of the alarm relay BJJ is powered off, so that the first contact and the second contact of the alarm relay BJJ are conducted. The alarm circuit W is provided with current to generate alarm.
When the vehicle continues to drive towards the first tunnel portal P1 and the wheels of the vehicle drive into the detection range of the second detector, the track R1 and the track R2 in the detection range are in short circuit, the current value of the receiving end of the second transceiver TB is zero, the electric signal with the frequency of 14KHZ cannot be received, the second transceiver TB has no signal output, the second electric control switch BGJ is switched off, the controlled end of the auxiliary relay BFJ is powered off, the first contact and the second contact of the auxiliary relay BJJ are switched on, and the controlled end of the alarm relay BJJ is powered on. Because the alarm relay BJJ is an electrified delay relay, the first contact and the second contact of the alarm relay BJJ are not immediately disconnected, but after a set time (for example, 3 minutes), the first contact and the second contact of the alarm relay BJJ are disconnected, so that the alarm circuit stops alarming. Since the sum of the time during which the entire vehicle passes through the detection range defined by the first transceiver TA and the detection range defined by the second transceiver TB during normal running is much smaller than the set 3-minute time, the entire alarm duration is basically determined by the set time (i.e., 3 minutes) of the alarm relay BJJ.
When the vehicle enters the tunnel from the railway tunnel exit P2 in the reverse direction, the vehicle firstly passes through the second transceiver TB, the short circuit between the track R1 and the track R2 in the detection range of the second detector is realized, the power failure of the control end of the second transceiver TB and the controlled end of the second electronic control switch BGJ is realized, the second electronic control switch BGJ is disconnected, the power failure of the controlled end of the auxiliary relay BFJ is realized, and the conduction between the first contact and the second contact of the auxiliary relay BFJ is realized. At the moment, the controlled end of the alarm relay BJJ is still electrified, and the first contact and the second contact are still disconnected. No current exists in the alarm circuit W, and no alarm is generated. When the vehicle moves forward and moves out of the detection range of the second detector, the track R1 and the track R2 in the detection range of the second detector are not short-circuited any more, and the controlled end of the auxiliary relay BFJ is electrified, but the first contact and the second contact of the auxiliary relay BFJ are not immediately opened because the auxiliary relay BFJ is an electrified delay relay, and the first contact and the second contact of the auxiliary relay BFJ are not opened after a set time (for example, 3 minutes) elapses. In the past, the controlled end of the alarm relay BJJ is always electrified, and the first contact and the second contact of the alarm relay BJJ are always in an off state, so that the alarm circuit W cannot give an alarm. When the vehicle continues to travel toward the railway tunnel entrance P1 and the wheels of the vehicle pass the first transceiver TA, a short circuit occurs between the track R1 and the track R2 within the detection range of the first detector, the control terminal of the first transceiver TA and the controlled terminal of the first electronically controlled switch AGJ are de-energized, and the first electronically controlled switch AGJ is opened. At the moment, as the first contact and the second contact of the auxiliary relay BFJ are still in a conducting state, the controlled end of the alarm relay BJJ keeps in an electrified state, and the first contact and the second contact of the alarm relay BJJ keep in a disconnected state. Therefore, the alarm circuit W does not give an alarm all the time during the entire process that the vehicle enters the tunnel from the railway tunnel exit P2 in the reverse direction, exits the railway tunnel entrance P1 and then sequentially passes through the detection ranges of the second detector and the first detector, thereby eliminating the problem of false alarm when the vehicle exits the railway tunnel entrance in the reverse direction.
According to the alarm system for the vehicle to enter the railway tunnel, the second detector and the auxiliary relay are added, the auxiliary relay and the alarm relay are electrified delay relays, false alarm signals cannot be generated when the vehicle runs in the reverse direction and is about to leave the tunnel entrance, and the alarm accuracy is improved; meanwhile, the alarm time can be ensured to be long enough to attract the attention of the personnel in the tunnel, so that the safety of the personnel in the tunnel is further ensured.
Example four
The warning system for the vehicle to enter the railway tunnel comprises a fault-tolerant relay, and can still ensure that a warning is generated when a specific fault occurs in the system; and realizes weak current control strong current through a solid-state relay so as to drive a large load.
As shown in figures 3a and 4, the warning system of the imminent entrance of a vehicle into a railway tunnel comprises a first power source VACA second power supply VEThe system comprises a first detector, a second detector, an alarm relay BJJ, an auxiliary relay BFJ, a fault-tolerant relay KT, a solid-state relay SSR and an alarm circuit. Wherein the alarm circuit comprises an LED lamp W1 and a horn W2 which are connected in parallel. The first detector comprises a first transceiver TA and a first electronically controlled switch AGJ; the second detector comprises a second transceiver TB and a second electrically controlled switch BGJ. In the present embodiment, the first power source VACA second power supply VEThe working principles of the first detector, the second detector, the alarm relay BJJ and the auxiliary relay BFJ are completely the same as those in the second embodiment, and are not described herein again. In this embodiment, the fault-tolerant relay KT is a power-off delay relay (model MD2FPF), and the first contact of the fault-tolerant relay KTThe point (namely the middle contact) and the second contact (namely the front contact) are connected in series with a branch circuit where the first contact and the second contact of the auxiliary relay BFJ are located, and the controlled end of the fault-tolerant relay KT is connected in series with a branch circuit where the first contact and the third contact of the auxiliary relay BFJ are located and a second power supply VEIn the meantime. A first power supply VACThe (alternating current 220V power supply) is connected to the first input terminal of the solid-state relay SSR. The first contact and the second contact of the alarming relay BJJ are connected in series with a second power supply VEAnd a second input of the solid-state relay SSR.
Due to the fact that the number of the LED lamps W1 and the number of the horns W2 in the tunnel are large, voltage and current passing through the cables are large, and weak current control of strong current is achieved by the aid of the SSR. When the first contact and the second contact of the alarm relay BJJ are conducted, the second power supply VE(direct current 24V) the output end of the SSR is controlled by the SSR through the first power supply VACWhen the alternating current is supplied with 220V voltage, the LED lamp W1 emits alarm light, and the horn W2 emits alarm sound to generate an alarm. When the first contact and the second contact of the alarm relay BJJ are disconnected, no output signal is output from the output end of the solid-state relay SSR, so that the LED lamp W1 and the horn W2 cannot generate an alarm.
The working principle of the fault-tolerant relay KT is as follows: when no vehicle passes by, the second power supply VEAnd a 24V direct-current power supply is provided for the fault-tolerant relay KT, and the fault-tolerant relay KT is conducted. Assuming that the predetermined time for delaying the fault-tolerant relay KT is set to 6 minutes, if the controlled terminal of the fault-tolerant relay KT is powered off for some reason, the fault-tolerant relay KT will be turned off after the controlled terminal of the fault-tolerant relay KT is powered off for more than 6 minutes. If the power-off time of the controlled end of the fault-tolerant relay KT is not more than 6 minutes, the fault-tolerant relay KT is not disconnected all the time. Therefore, the fault-tolerant relay KT is kept on under the normal condition, and the branch where the fault-tolerant relay KT is located cannot be influenced. If any one of the second transceiver TB, the second electrically controlled switch BGJ and the auxiliary relay BFJ fails, the controlled terminal of the auxiliary relay BFJ will be powered off, the first contact and the second contact of the auxiliary relay BFJ will be on and the on-time must exceed 6 minutes, i.e. the controlled terminal of the fault-tolerant relay KT is powered off for more than 6 minutes, which will result in the fault-tolerant relay KT having a failure time of more than 6 minutesThe relay KT relay is turned off. The controlled end of the alarm relay BJJ cannot get power from the branch where the auxiliary relay BFJ is located. When no vehicle passes through the detection range of the first detector and the second detector, the controlled end of the alarm relay BJJ can still be electrified due to the conduction of the first electronic control switch AGJ, so that the first contact and the second contact of the alarm relay BJJ are disconnected, and the alarm circuit cannot generate an alarm. As can be seen from the above second and third embodiments, when there is a vehicle passing through the detection range of the second detector, the first electronic control switch AGJ is already open, and the first electronic control switch AGJ does not energize the controlled terminal of the warning relay BJJ. At the moment, the fault-tolerant relay KT is disconnected, and the branch where the auxiliary relay BFJ is located can not enable the controlled end of the alarm relay BJJ to be powered on, so that the controlled end of the alarm relay BJJ can be kept in a power-off state, the first contact and the second contact of the alarm relay BJJ can be kept in a conducting state, the LED lamp W1 and the horn W2 still can give an alarm, the reliability of system alarm is improved, and the safety of railway transportation can be ensured.
According to the alarm system for the vehicle to enter the railway tunnel, the reliability of the alarm system is improved through the fault-tolerant relay, and the strong current is controlled through the weak current of the solid-state relay, so that higher voltage and higher current can be provided for actual alarm components, and various requirements of field application are met.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the original premise of the present invention, and these improvements and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
1. An alarm system for an impending vehicle drive into a railway tunnel, the system comprising a first detector, an alarm relay and an alarm circuit, wherein: the first detector is arranged at a set distance in front of an entrance of the railway tunnel, and when a vehicle enters a detection range of the first detector, the first detector outputs a first electric signal;
the alarm circuit is arranged in the tunnel; a first contact and a second contact of the alarm relay are connected with the alarm circuit in series, and a controlled end of the alarm relay is electrically connected with an output end of the first detector; and after the controlled end of the alarm relay receives the first electric signal, the first contact and the second contact of the alarm relay are conducted.
2. The warning system of an impending entrance of a vehicle into a railway tunnel of claim 1 wherein:
the system further includes a first power source and a second power source;
the first detector comprises a first transceiver and a first electric control switch; wherein:
the first transceiver is connected with the first power supply in series, a transmitting end and a receiving end of the first transceiver are sequentially bridged on two guide rails of a railway, when the vehicle drives into the detection range of the first detector, the current value of the receiving end of the first transceiver is zero, and the first transceiver does not output signals;
the controlled end of the first electric control switch is connected with the output end of the first transceiver, and the first electric control switch is switched off when no signal is output by the first transceiver;
the controlled end of the alarm relay is connected with the second power supply through the first electric control switch, the controlled end of the alarm relay is powered off when the first electric control switch is switched off, and the first contact and the second contact of the alarm relay are switched on.
3. The warning system of an impending entrance of a vehicle into a railway tunnel of claim 2 further comprising a second detector and an auxiliary relay wherein:
the second detector is arranged between the first detector and the entrance, and the distance between the second detector and the first detector is smaller than the length of the vehicle; the second detector comprises a second transceiver and a second electric control switch; the second transceiver is connected with the first transceiver in parallel, a transmitting end and a receiving end of the second transceiver are sequentially bridged on two guide rails of a railway, when the vehicle drives into the detection range of the second detector, the current value of the receiving end of the second transceiver is zero, and the second transceiver does not output signals; the controlled end of the second electric control switch is connected with the output end of the second transceiver, and the second electric control switch is switched off when no signal is output by the second transceiver;
the controlled end of the auxiliary relay is connected with the second electric control switch, the first contact and the second contact of the auxiliary relay are connected in series between the alarm relay and the second power supply, when the second electric control switch is disconnected, the first contact and the second contact of the auxiliary relay are connected, the controlled end of the alarm relay is electrified, and the first contact and the second contact of the alarm relay are disconnected.
4. The warning system of an impending entrance of a vehicle into a railway tunnel of claim 3 wherein:
the first transceiver adopts a closed-circuit transceiver with the working frequency of 20 KHZ; the second transceiver adopts a closed-circuit transceiver with the working frequency of 14 KHZ.
5. The warning system of an impending entrance of a vehicle into a railway tunnel of claim 3 wherein:
the first detector is arranged at a distance of 4km from the entrance of the railway tunnel; the second detector is located at a distance of 50m from the first detector.
6. The warning system of an impending entrance of a vehicle into a railway tunnel of any of claims 3-5 wherein both the warning relay and the auxiliary relay are energized time delay relays.
7. The warning system of an impending entrance of a vehicle into a railway tunnel of claim 6 wherein:
the system also comprises a fault-tolerant relay, wherein the fault-tolerant relay is a power-off delay relay;
the fault-tolerant relay is connected in series with a branch where a first contact and a second contact of the auxiliary relay are located, and a controlled end of the fault-tolerant relay is connected in series between the branch where the first contact and a third contact of the auxiliary relay are located and the second power supply;
and after the first contact and the second contact of the auxiliary relay are conducted for a preset time, the fault-tolerant relay is switched off.
8. The warning system of an impending entrance of a vehicle into a railway tunnel of claim 4 wherein:
the system further includes a solid state relay;
the first power supply is connected with the first input end of the solid-state relay,
and a first contact and a second contact of the alarm relay are connected in series between the second power supply and the second input end of the solid-state relay.
9. The warning system for an impending entrance of a vehicle into a railroad tunnel of claim 8 wherein the warning circuit includes an LED light.
10. The warning system of an impending entrance of a vehicle into a railroad tunnel of claim 9 wherein the warning circuit further includes a horn in parallel with the LED light.
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| CN201920884870.8U CN210063009U (en) | 2019-06-13 | 2019-06-13 | Alarm system for vehicle to enter railway tunnel |
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| CN201920884870.8U CN210063009U (en) | 2019-06-13 | 2019-06-13 | Alarm system for vehicle to enter railway tunnel |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112942169A (en) * | 2021-03-07 | 2021-06-11 | 广东省高速公路有限公司京珠北分公司 | Road maintenance operation acousto-optic warning system and method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112942169A (en) * | 2021-03-07 | 2021-06-11 | 广东省高速公路有限公司京珠北分公司 | Road maintenance operation acousto-optic warning system and method |
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