CN111731343A

CN111731343A - Safety loop system and rail vehicle

Info

Publication number: CN111731343A
Application number: CN202010518995.6A
Authority: CN
Inventors: 叶志刚; 胡洋; 莘海萍; 晏志飞; 李�杰
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2020-06-09
Filing date: 2020-06-09
Publication date: 2020-10-02
Anticipated expiration: 2040-06-09
Also published as: EP4163182A1; EP4163182A4; WO2021248664A1; CN111731343B

Abstract

The embodiment of the application provides a safety loop system and a rail vehicle, relates to the rail vehicle technology, and is used for overcoming the problem that the operation safety of the vehicle is low due to the fact that the existing vehicle is difficult to recognize the single vehicle fault through the safety loop after the whole row of safety loops are cut off. The safety loop system includes: the first bypass switch is arranged in the head car; the second bypass switch is used for being respectively arranged in at least one compartment of the plurality of compartments; the first bypass switch and the second bypass loop switch both have bypass bits; when the bypass positions of the first bypass switch and the second bypass loop switch are in an off state, the first bypass switch and the second bypass loop switch are used for conducting the whole row of safety loops; and when the bypass bit of the second bypass loop switch of the target compartment is switched to the closed state, the second bypass switch of the target compartment is used for conducting the train positive line and the train state line of the safety loop system so as to conduct the local safety loop.

Description

Safety loop system and rail vehicle

Technical Field

The application relates to a rail vehicle technology, in particular to a safety loop system and a rail vehicle.

Background

The train of the motor train unit is an important traffic tie connecting various cities and gradually becomes a main vehicle in the cities. The EMUs train mainly includes: a head car and a plurality of carriages; the front end and the rear end of the motor train unit train are respectively provided with a head train, and the head train is provided with a cab; a plurality of carriages are connected between the two head cars, the carriages being for accommodating passengers or cargo.

In the related technology, a motor train unit train is provided with a safety loop, and the safety loop is used for monitoring faults in the operation process of the motor train unit train; in the operation process of the motor train unit train, when a certain carriage has a fault, the safety loop of the whole train is disconnected, and a network system user of the motor train unit train acquires the state of the safety loop of the whole train and sends the state to a driver; the driver can cut off the safety loop in a whole row without influencing the operation. However, after the whole train of safety loops are cut off, if other cars have faults, the faults are difficult to identify through the safety loops, and therefore the operation safety of the motor train unit train is not facilitated.

Disclosure of Invention

The embodiment of the application provides a safety loop system and a rail vehicle, and is used for overcoming the problem that the operation safety of the vehicle is low due to the fact that the existing vehicle is difficult to identify a single vehicle fault through a safety loop after the whole row of safety loops are cut off.

An embodiment of a first aspect of the present application provides a safety loop system for a rail vehicle, the rail vehicle having a plurality of cars and a head car, comprising:

the first bypass switch is arranged in the head car;

the second bypass switch is used for being respectively arranged in at least one compartment of the plurality of compartments;

wherein the first bypass switch and the second bypass loop switch both have a bypass bit; when the bypass positions of the first bypass switch and the second bypass loop switch are in an off state, the first bypass switch and the second bypass loop switch are used for conducting the whole column of safety loops;

and when the bypass bit of the second bypass loop switch of the target compartment is switched to the closed state, the second bypass switch of the target compartment is used for conducting the train positive line and the train state line of the safety loop system so as to conduct the local safety loop.

In one possible implementation manner, the safety loop system further includes:

the coupling relay is arranged in the head car and the carriage and is provided with a control part and a first contact group; the control part of the coupling relay is used for obtaining electricity when the bicycle where the coupling relay is located is connected with an adjacent bicycle; and the first contact group of the coupling relay is connected in series in a safety loop and is used for being closed when the control part of the connecting relay is electrified.

In one possible implementation manner, the linking relay further includes a second contact set, and the second contact set is connected in series with the corresponding first contact set and in parallel with the corresponding second bypass switch;

and the second contact group of the coupling relay is used for being closed when the control part of the coupling relay is powered off, and the second contact group of the coupling relay is used for conducting a train positive line of the safety loop system with a train state line when being closed.

In one possible implementation manner, the safety loop system further includes: the loop state relay is arranged in the head car and the carriage and is connected in series with a second bypass switch or a first bypass switch in the same single car; the loop state relay is also used for being electrically connected with a network system of the railway vehicle.

In one possible implementation manner, the safety loop system further includes: and the trigger source contact is used for being arranged in the head car and the carriage and is connected with the second bypass switch or the first bypass switch in the same bicycle in series.

An embodiment of a second aspect of the present application provides a rail vehicle comprising a plurality of cars, a head car and a safety loop system as described in any one of the preceding.

In one possible implementation manner, the front end and the rear end in the car are respectively provided with a second bypass switch in the safety loop system.

In one possible implementation, the rail vehicle includes: the multi-section multi-car body structure comprises N bicycles, wherein at least one head car and a plurality of sections of cars are arranged in the N bicycles; when the first car at the front end to the N-m sections of carriages are grouped for operation, the bypass position of a second bypass switch at the rear end of the N-m sections of carriages is closed, the positive line of the safety loop system is conducted with the state line, and a safety loop is established from the first car to the N-m sections of carriages; wherein N is an integer greater than 2, m is an integer greater than or equal to 1, and m is less than N.

In one possible implementation, the rail vehicle includes: the multi-section multi-car body structure comprises N bicycles, wherein at least one head car and a plurality of sections of cars are arranged in the N bicycles; when the first car to the m sections of carriages at the front end are grouped for operation and the m-n sections of carriages have faults, the bypass position of a second bypass switch at the front end of the m-n sections of carriages is closed, the positive line of a safety loop system is conducted with a state line, and a safety loop is established between the first car and the m-n-1 sections of carriages; wherein N and m are integers which are more than 2, N is an integer which is more than or equal to 1, m is less than or equal to N, and m is more than N.

In one possible implementation manner, the front end and the rear end in the carriage are respectively provided with a coupling relay;

the first contact group and the second contact group of the coupling relay at the front end are positioned at the front side of the second bypass switch at the front end;

the first contact group and the second contact group of the coupling relay at the rear end are arranged at the rear side of the second bypass switch at the rear end.

In one possible implementation manner, the loop state relay of the safety loop system is electrically connected between the front and rear second bypass switches.

In one possible implementation manner, the trigger source contact arranged in the car in the safety loop system is electrically connected between the front second bypass switch and the rear second bypass switch.

In one possible implementation manner, the rail vehicle further includes a network system, a loop state relay of the safety loop system is electrically connected to the network system, and the network system is configured to determine the establishment state of the safety loop according to feedback information of each loop state relay.

In one possible implementation, a second bypass switch in the safety loop system is provided in each of the cars.

In one possible implementation, the rail vehicle comprises a train of multiple units or a rail vehicle towed by a locomotive.

According to the safety loop system and the rail vehicle provided by the embodiment of the application, when the whole row of safety loops is disconnected due to the fact that a fault occurs in a carriage, the second bypass switch of the faulted single vehicle, namely the target single vehicle, can be operated to cut off the target single vehicle and the single vehicles grouped behind the target single vehicle, the single vehicles grouped in front of the target single vehicle can establish a local safety loop, and the local safety loop can continuously monitor the fault of the corresponding single vehicle in the operation process, so that the operation safety of the vehicles is improved.

In addition, for the rail vehicle with a head vehicle, the positive line and the state line of the safety loop can be conducted through the second bypass switch at the tail end of the tail-end single vehicle, namely the tail end of the target compartment, so that the safety loop is established, the fault detection of the vehicle under construction is realized, and the operation safety of the vehicle is improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic block diagram of a safety loop system for a rail vehicle provided in an exemplary embodiment;

FIG. 2 is a schematic block diagram of a safety loop system for a rail vehicle provided in accordance with another exemplary embodiment;

fig. 3 is a schematic structural diagram of a safety loop system of a rail vehicle according to yet another exemplary embodiment.

Description of reference numerals:

11-a first bypass switch; 12-a second bypass switch; 13-connecting a relay; 131-a control part; 132-a first set of contacts; 133-a second set of contacts; 14-loop status relay; 15-trigger source contact.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

In the related art, a motor train unit train is provided with a safety loop, and the safety loop is used for monitoring faults in the operation process of the motor train unit train. Specifically, the safety loop consists of a coupling relay, a cab activation relay, a safety loop relay, a trigger source and a fault isolating switch which are arranged in the head car; the head car and the carriage are provided with car end connectors which are used for connecting the loops of two adjacent bicycles to form an entire row of safety loops.

In the motor train unit train, the head trains at two ends are required to form a closed safety loop under the state of being compiled and fixedly marshalled at the same time; once a fault source of a certain single vehicle of the safety loop is triggered, the whole row of safety loops are disconnected, and the whole row of safety loops must be cut off on the premise of ensuring that the operation is not influenced; when other faults occur under the state that the safety loop is cut off, the vehicle cannot be stopped through safety loop identification, and operation safety is reduced. Furthermore, the above-described safety loop cannot be established for a consist vehicle having only one lead vehicle, such as a locomotive, towing the vehicle.

In order to overcome at least one of the above technical problems, the present embodiment provides a safety loop system and a rail vehicle, when a single vehicle fault causes an entire train of safety loops to be disconnected, a faulty single vehicle and a single vehicle grouped behind the faulty single vehicle may be cut off, and a single vehicle grouped before the faulty single vehicle may establish a local safety loop, which may continue to monitor a fault of the corresponding single vehicle during an operation process, so as to facilitate improvement of operation safety of the vehicle.

In addition, for a marshalling vehicle only with a single head vehicle, such as a locomotive, the bypass switch of the single vehicle at the tail end can be arranged at the bypass position, so that the safety loop of the whole row is communicated, the monitoring function of the safety loop can be normally realized, and reliable support is provided for the operation safety of the vehicle.

The structure, function and implementation process of the rail vehicle provided by the embodiment are exemplified in the following with reference to the accompanying drawings.

The present embodiment provides a rail vehicle, as shown in fig. 1 to 3, including: a plurality of cars, a head car at an end of the vehicle, and a safety loop system. Wherein the carriages are connected to the head car in sequence. A safety loop system comprising: a first bypass switch 11 and a second bypass switch 12.

It should be noted that: in the following examples, a single car or a single head car may also be referred to simply as a single car, i.e. the single car may be a single car or a single head car. Further, for convenience of description, the track vehicle traveling direction is taken as a front end (or head end); as the left side in fig. 1 to 3 is the front end, the leftmost bicycle in fig. 1 to 3 may be the head bicycle.

The first bypass switch 11 is provided in the head car. For example, the first bypass switch 11 may be disposed around a driver console in the head car to facilitate driver operation. When there is one head car, the head car is provided with a first bypass switch 11; when there are two head cars, the two head cars are respectively provided with a first bypass switch 11.

The second bypass switch 12 is provided in the vehicle compartment. The second bypass switch 12 may be disposed in at least one of the plurality of cars. For example, each car may be provided with a second bypass switch 12, and the second bypass switches 12 may be respectively disposed at the power distribution cabinets where each car appears or at other positions capable of avoiding passenger misoperation. In other examples, the second bypass switch 12 may be disposed in some of the plurality of cars, for example, the second bypass switch 12 may be disposed every other car.

For convenience of description, the first bypass switch 11 and the second bypass switch 12 are collectively referred to as a bypass switch. That is, the bypass switch in the present embodiment may be referred to as the first bypass switch 11, or may be referred to as the second bypass switch 12.

The specific structure of the bypass switch can adopt the conventional arrangement. Illustratively, the bypass switch has two sets of normally closed contacts and one set of normally open contacts. When the bypass switch is in an OFF state, namely when the bypass switch is in an OFF position, two groups of normally closed contacts of the bypass switch are respectively connected in series in the safety loop, wherein one normally closed contact is connected in series in a positive circuit of the safety loop, and the other normally closed contact is connected in series in a state circuit of the safety loop to form a closed loop. When some bicycles are needed to be bypassed, namely, the bicycles are cut off from the safety loop, the bypass switch can be switched to the closed position, namely, the bypass switch is arranged at the ON position, so that the normally open contact of the bypass switch is closed, and therefore, the normally open contact of the bypass switch is electrically connected with the two sets of normally closed contacts, and the safety loop positive wire is conducted with the safety loop state wire.

In a specific implementation, the bypass switch may be a knob, and when the bypass switch is rotated to the bypass position, the contacts of the bypass position are in a closed state. It can be understood that: the specific structure of the bypass switch is not limited thereto, and the embodiment is only illustrated here.

The first bypass switch 11 and the second bypass loop switch both have a bypass position with normally open contacts. When the train is in fault-free operation, the bypass position of each bypass loop switch is in an off state, the first bypass switch 11 and each second bypass loop switch are connected in series in the whole row of safety loops, and the whole row of safety loops is connected.

When one of the carriages has a fault, the fault carriage can be used as a target carriage, and the bypass position of the second bypass loop switch of the target carriage is switched to a closed state, at the moment, the second bypass switch of the target carriage is used for conducting the train positive line and the train state line of the safety loop system, parts behind the second bypass loop switch can be bypassed, namely the target carriage and the following carriages can be bypassed, and the carriages in front of the target carriage can form a local safety loop and are conducted. The local safety loop can continuously monitor the faults of the single cars in front of the target compartment, so that the fault states (with faults or without faults) of the single cars can be known in time, and the operation safety of the vehicles can be improved.

If a single vehicle fails, the local safety loop can normally monitor the failure so as to facilitate timely bypassing of the failed single vehicle; and the bicycle before the fault bicycle can continue to form a local safety loop and be conducted.

The switching of the second loop side switch bypass position may be manually operated by a trainee or controlled by a corresponding control element so that the second loop side switch bypass position can be automatically switched. When the second bypass switch 12 can be automatically switched, the control element can be independent of the network system of the road vehicle and electrically connected with the network system of the rail vehicle, and the network system is used for triggering the signal control element to control the state of the bypass bit of the second loop side drop switch; alternatively, the control element is part of a network system that can directly trigger the state of the bypass bit that controls the second loop bypass switch.

Alternatively, as shown in fig. 1, two second bypass switches 12 may be provided in each car, and the two second bypass switches 12 may be located at both ends of the car.

When each bicycle has no fault, establishing an entire row of safety loops; the bypass position of each bypass switch is in an off state; the straight arrows in fig. 1 are used to indicate the current flow at this time.

When a certain car has a fault, the fault car and the following cars need to be bypassed from the safety loop, and the bypass position of the second bypass switch 12 at the front end of the fault car can be switched to a closed state, that is, the second bypass switch 12 at the front end of the fault car is placed at an ON position. Therefore, the fault vehicle and the following single vehicles can be cut off from the safety loop, and the single vehicle before the fault vehicle forms a local safety loop; the straight arrows in fig. 3 are used to indicate the current flow at this time.

In a specific implementation process, a network system of the rail vehicle can send the monitored abnormal state in a certain carriage to a head car so as to enable the head car to send a corresponding sound prompt or visual prompt, and enable personnel in the head car to take corresponding measures in time, for example, passengers in a faulty carriage with an abnormality are notified in time to close a bypass position of a second bypass switch 12 at the front end in the carriage, so that the faulty carriage and a single car behind the faulty carriage are cut off; the individual cars in front of the faulty car constitute a local safety loop.

Or the network system sends the monitored abnormal state in a certain compartment to a corresponding fault compartment, so that the compartment can send out corresponding sound prompt or visual prompt, and crew members in the fault compartment can close the bypass position of the second bypass switch 12 at the front end in the compartment in time, so that the fault compartment and the following single cars are cut off; the individual cars ahead of the failed car establish a local safety loop.

When the rail vehicle is a marshalling vehicle dragged by a locomotive or another rail vehicle having a single lead car, the lead car is positioned at the foremost end and is used for towing a plurality of cars positioned behind the lead car, and the second bypass switch 12 positioned at the rearmost end, i.e., the rear end of the rearmost single car is placed in the ON position, i.e., the bypass position of the second bypass switch 12 at the rear end of the rearmost single car is switched to the closed state. As shown in fig. 2, the second bypass switch 12 at the rear end of the rearmost bicycle can connect the train main line of the safety loop system with the train state line, so as to establish a safety loop and realize safety monitoring of each bicycle; the straight arrows in fig. 2 are used to indicate the current flow at this time.

It should be noted that: for a marshalling vehicle dragged by a locomotive or other rail vehicles with a single head car, the rearmost end of the marshalling vehicle, namely the rearmost carriage, can be used as a target carriage, and the current carriage and the preceding carriages form a local safety loop; at this time, the single cars of the whole train participate in establishing the local safety loop, and the local safety loop is only used for distinguishing the whole train of safety loops which participate in establishing with the two head cars.

In one possible implementation manner, the safety loop system further includes: the coupling relay 13 is provided for installation in the head car and the vehicle compartment, and includes a control portion 131 and a first contact group 132. The control portion 131 of the hitching relay 13 is used to get power when the bicycle it is in is connected in place with an adjacent bicycle.

In some examples, the hitching relay 13 at the front end of one bicycle can be used for being electrically connected with a power supply in the adjacent bicycle at the front side of the single bicycle, so that when the two adjacent bicycles are connected in place, the corresponding hitching relay 13 can be electrified; for example, the front-end hitching relay 13 of the car adjacent to the head car may be used to electrically connect with the power supply in the head car; a hitch relay 13 in the head car may be used to electrically connect with the power supply in the adjacent car.

In some examples, when two adjacent bicycles are not connected, the coupling relay 13 at the end of each bicycle is disconnected from the power supply, and when the two adjacent bicycles are connected in place, the coupling relay 13 can be conducted to the power supply through the adjacent bicycle.

In the above example, the power supply for supplying power to the hitch relay 13 may be a power supply that is independent of the power supply for supplying power to the bypass switch or the like, and the hitch relays 13 of the entire train may be connected to the same power supply through an interface and a hard wire. Of course, the entire safety loop system may also have a common power supply.

The first contact group 132 of the relay 13 is connected in series in the safety loop, and the first contact group 132 of the relay 13 is configured to be closed when the control portion 131 of the connection relay is energized to conduct the safety loop.

The first contact group 132 connected to the relay is a normally closed contact group; when the control part 131 of the connection relay is energized, the first set of contacts 132 can close, thereby bringing the safety loop back into conduction. In a specific implementation, when the connection between adjacent bicycles is in place, the control portions 131 of the connection relays at the opposite ends of the two bicycles are energized. When two adjacent bicycles are not connected in place, the corresponding first contact set 132 is in an open state, and thus, a safety loop cannot be established.

Optionally, the hitch relay 13 further includes a second set of contacts 133, the second set of contacts 133 being in series with a respective first set of contacts 132 and in parallel with a corresponding second bypass switch 12. The second set of contacts 133 are normally open contacts, the second set of contacts 133 being adapted to close when the corresponding control portion 131 is de-energized.

Thus, the connection relay of the rear end of the rearmost bicycle cannot be powered, and the second contact set 133 of the connection relay conducts the train positive line of the safety loop system with the train state line, thereby ensuring that the safety loop can be established.

In a specific implementation, when only one lead car is available, the bypass position of the second bypass switch 12 at the rear end, that is, the tail car, is closed, and the second contact set 133 of the coupling relay 13 is closed, so as to ensure that the train main line of the safety loop system can be conducted with the train state line, thereby ensuring that the safety loop can be established.

Optionally, a coupling relay 13 and a second bypass switch 12 are respectively arranged at the front end and the rear end in the carriage; the first contact group 132 and the second contact group 133 of the front-end relay 13 are provided on the front side of the front-end second bypass switch 12; the first contact group 132 and the second contact group 133 of the rear coupling relay 13 are provided on the rear side of the rear second bypass switch 12.

In this way, when the second bypass switch 12 of the tail-end car fails to conduct the main train line and the train state line of the safety loop system, the second contact set 133 of the relay 13 is closed to ensure that the main train line and the train state line of the safety loop system are conducted, thereby ensuring that the safety loop can be established.

Optionally, the safety loop system further comprises trigger contacts 15 for being arranged in the head car and the compartment in series with the second bypass switch 12 or the first bypass switch 11 in the same car. When the trigger source contact 15 is provided in the head car, the trigger source contact 15 is connected in series to the first bypass switch 11 in the head car. When the trigger source contact 15 is provided in the vehicle compartment, the trigger source contact 15 is electrically connected between the front and rear second bypass switches 12.

The trigger source contact 15 can be electrically connected to a network system, and when the network system monitors abnormal states such as smoke abnormality in a certain carriage, the trigger source contact 15 is controlled to be disconnected, so that a safety loop is disconnected.

In the specific implementation process, the abnormal state in a certain compartment monitored by the network system can control the trigger source contact 15 in the compartment to be disconnected, so that the whole column of safety loops is disconnected. At this time, the driver in the first car can inform the crew member in the corresponding car to close the bypass position of the second bypass switch 12 at the front end in the car in time, so that the car and the following single cars are cut off; or, the network system sends out a prompt to the crew members in the corresponding compartment, so that the crew members in the corresponding compartment can close the bypass position of the second bypass switch 12 at the front end in the compartment in time, and the compartment and the following single cars are cut off; the individual cars ahead of the failed car establish a local safety loop.

If the crew member does not have time to operate the second bypass switch 12, the network system may also trigger the trigger source contact 15 to open, thereby disconnecting the safety loop, which is beneficial to enable the crew member in the primary car to know the abnormality of the car in time. After the trigger source contact 15 in a certain car opens the safety loop, the crew member in the car can close the bypass position of the second bypass switch 12 at the front end in the car, so as to cut off the faulty car and the following single car; the individual cars ahead of the failed car establish a local safety loop.

In one possible implementation manner, the safety loop system further includes: the loop state relay 14 is used for being arranged in a head car and a carriage, and the loop state relay 14 is connected with the second bypass switch 12 or the first bypass switch 11 in the same single car in series; the loop state relay 14 is also used for electrical connection with the network system of the rail vehicle.

The loop state relay 14 provided in the head car is connected in series with the first bypass switch 11 in the head car; the loop state relay 14 provided in the vehicle compartment is connected in series with the two second bypass switches 12 in the vehicle compartment.

Thus, for a car, when the car participates in the establishment of a safety loop, the loop state relay 14 can be powered on and feed back the power-on state to the network system; when the car does not participate in the establishment of the safety loop, that is, when the bypass position of the second bypass switch 12 at the front end of the car is closed, the car does not participate in the establishment of the safety loop, and the current cannot reach the loop state relay 14 in the car, the loop state relay 14 in the car cannot be powered, and the loop state relay 14 in the bicycle behind the car cannot be powered.

In this way, the network system can determine the establishment status of the safety loop (whole safety loop or local safety loop) according to the information fed back by the loop status relay 14 in each bicycle. For example, when the loop state relays 14 of the two cars and each car are powered on, the network system may determine that an entire row of safety loops has been established; when only one loop relay of the head car is electrified and the loop state relays 14 of all the carriages are electrified, the network system can determine that a local safety loop is established according to the electrification; when only the loop relay of the lead car is energized, and the loop status relays 14 of some cars are energized, the network system may determine from this that a local safety loop has been established.

In a specific implementation, for a rail vehicle with only one head car, if the establishment state of the safety loop is to be displayed, the local safety loop established when the loop state relays 14 of each car are powered on and the local safety loop established when the loop state relays 14 of some cars are powered on can be distinguished, for example, by displaying colors or characters. For example, the corresponding display color may be green for the local safety loop established when the loop state relays 14 of each car are powered; the corresponding display color may be yellow for the partial safety loop established when the loop state relays 14 of some cars are energized.

In each of the above examples, the parts not described in the safety loop system may adopt a conventional arrangement; for example, the functions and implementation processes of the devices such as the reconnection relay, the occupation relay and the like arranged in the head car can be the same as or similar to those of the prior art.

In a specific application, the rail vehicle provided by the embodiment may be a motor train unit train having two head cars, or may be a rail vehicle having one head car, such as a rail vehicle towed by a locomotive.

The following illustrates the implementation process of the present embodiment; taking N single cars in the fully-organized state of the cars as an example, the numbers of the single cars are organized in sequence from 01.

When only the first vehicle 01 to N-m (N > m) single vehicles are grouped for operation, as shown in FIG. 2, the left side in FIG. 2 is the first vehicle, and the right side in the figure is the N-m vehicle; at this time, the bypass position of the second bypass switch can be switched to a closed state by manually operating the second bypass switch 12 at the tail end of the N-m vehicle, the tail end of the N-m vehicle conducts the positive wire of the safety loop with the state wire through the second bypass switch 12, the N-m vehicle and the 01-N-m-1 vehicle form the safety loop, namely, the first vehicle 01-N-m vehicle form the safety loop, and the effective establishment of the safety loop is realized; wherein N is an integer greater than 2, m is an integer greater than or equal to 1, and m is less than N. Wherein, the Nth vehicle can be another vehicle or a carriage. Therefore, when the train needs to be marshalled flexibly, the relay 13 is connected with the head end and the tail end of the middle train to be electrified, the loop of the middle train is ensured to be communicated, a safety loop can be effectively established, and the flexible and variable quantity of the marshalling trains can be realized.

When the first vehicles 01 to m (N > m) single vehicles are grouped and operated, and m-N (m > N) single vehicles are in fault triggering to trigger the trigger source contact 15 to be disconnected, the whole vehicle safety loop circuit is disconnected; as shown in FIG. 3, the left side of FIG. 3 is the head car, the right side is the m-n car, and the middle is the m-n-1 car; if the driver in the head train confirms that the fault does not affect the train operation, the fault of the train can be bypassed by the second bypass switch 12 at the head end of m-n trains, meanwhile, the positive line of the safety loop is conducted with the state line through the second bypass switch 12 at the head end, and a local safety loop can be effectively established in the loop from the 01 train to the m-n-1 train. Wherein N and m are integers which are more than 2, N is an integer which is more than or equal to 1, m is less than or equal to N, and m is more than N. In this example, m cars may be another head car or car; that is, the rail vehicle at this time may have one head car or two head cars.

In the above example, specific values of N, m, and N may be set according to actual needs, and the specific values of N, m, and N are not limited herein in this embodiment.

In the description of the present application, it is to be understood that the terms "front", "back", "leading", "trailing", and the like, indicate orientations and positional relationships based on the orientations and positional relationships shown in the drawings, are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be construed as limiting the present application.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In this application, the terms "mounted," "connected," and the like are to be construed broadly unless otherwise explicitly stated or limited; the connection may be direct connection, indirect connection through an intermediate medium, communication between two elements, or interaction between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A safety loop system for a rail vehicle having a plurality of cars and a head car, comprising:

the first bypass switch is arranged in the head car;

2. The safety loop system of claim 1, further comprising:

3. The safety loop system of claim 2, wherein the hitching relay further comprises a second set of contacts connected in series with the respective first set of contacts and in parallel with the corresponding second bypass switch;

4. The safety loop system of claim 2, further comprising:

the loop state relay is arranged in the head car and the carriage and is connected in series with a second bypass switch or a first bypass switch in the same single car; the loop state relay is also used for being electrically connected with a network system of the railway vehicle.

5. The safety loop system of claim 2, further comprising: and the trigger source contact is used for being arranged in the head car and the carriage and is connected with the second bypass switch or the first bypass switch in the same bicycle in series.

6. A rail vehicle comprising a plurality of cars, a head car and a safety loop system as claimed in any one of claims 1 to 5.

7. The rail vehicle according to claim 6, characterized in that the front end and the rear end in the car are respectively provided with a second bypass switch in a safety loop system.

8. The rail vehicle of claim 7, comprising N single cars, each of the N single cars having at least one head car and a plurality of cars; when the first car at the front end to the N-m sections of carriages are grouped for operation, the bypass position of a second bypass switch at the rear end of the N-m sections of carriages is closed, the positive line of the safety loop system is conducted with the state line, and a safety loop is established from the first car to the N-m sections of carriages; wherein N is an integer greater than 2, m is an integer greater than or equal to 1, and m is less than N.

9. The rail vehicle of claim 7, comprising N single cars, the N single cars having at least one head car and a plurality of cars; when the first car to the m sections of carriages at the front end are grouped for operation and the m-n sections of carriages have faults, the bypass position of a second bypass switch at the front end of the m-n sections of carriages is closed, the positive line of a safety loop system is conducted with a state line, and a safety loop is established between the first car and the m-n-1 sections of carriages; wherein N and m are integers which are more than 2, N is an integer which is more than or equal to 1, m is less than or equal to N, and m is more than N.

10. The rail vehicle according to claim 7, wherein coupling relays are respectively provided at a front end and a rear end in the car body;

11. The rail vehicle of claim 7, wherein the loop status relay of the safety loop system is electrically connected between the front and rear second bypass switches.

12. The rail vehicle according to claim 7, wherein the trigger source contact provided in the car in the safety loop system is electrically connected between the front and rear second bypass switches.

13. The rail vehicle of claim 6, further comprising a network system, wherein the loop status relays of the safety loop system are electrically connected to the network system, and the network system is configured to determine the established status of the safety loop based on feedback information from each loop status relay.

14. The rail vehicle of any of claims 6-13, wherein a second bypass switch in the safety loop system is provided in each of the cars.

15. The rail vehicle according to any one of claims 6 to 13, wherein the rail vehicle comprises a train of motor trains or a railway vehicle towed by a locomotive.